February 26, 2017 | Author: glitterintheair | Category: N/A
A Master's Guide to the UK Flag
5 July 2008
Introduction This guide for managers, masters and senior officers of United Kingdom registered vessels. The purpose of the guide is to provide easy to use information regarding United Kingdom Merchant Shipping regulations and administrative procedures. UK regulations and procedures may differ from those you may be familiar with in other flag vessels and this guide will help you to comply with UK requirements. Detailed requirements for operating UK ships can be found in UK Regulations, Merchant Shipping Notices, Guidance to Surveyors and various publication including the Code of Safe Working Practices, MCA SOLAS V publication and Health and Safety leaflets; this detailed information is available on the MCA’s 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 company’s 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
[email protected] 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
[email protected] 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 Master’s Responsibility ........................................................................................ 25 6.3 Risk Assessments ............................................................................................... 25 7 ACCIDENT REPORTING ................................................................................................... 25 8 MEDICAL STORES REQUIREMENTS .................................................................................. 26 8.1 Medical equipment............................................................................................... 26 8.2 Person in charge of medical care on board ship ................................................. 26 9 SURVEYS AND AUDITS .................................................................................................... 26 9.1 Surveys ................................................................................................................ 26 9.2 Authorised Survey Organisations ........................................................................ 27 9.3 DoC for Dangerous Goods .................................................................................. 27 9.4 Audits ................................................................................................................... 27 ISM Shipboard Audits ................................................................................................................ 27 Interim audits ............................................................................................................................. 27 Intermediate audits .................................................................................................................... 28 Renewal audits .......................................................................................................................... 28 ISPS Verification Audits ............................................................................................................. 28
9.5 ILO 178 inspections ............................................................................................. 28 10 STOWAWAYS AND REFUGEES ..................................................................................... 29 11 CONTINUOUS SYNOPSIS RECORD ............................................................................... 29 11.1 Making amendments to the CSR......................................................................... 29 11.2 Receiving an amended CSR ............................................................................... 30
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12 UK PUBLICATIONS REQUIRED TO BE ONBOARD ............................................................ 30 13 CADET TRAINING - OVERSEEING OF NVQ PORTFOLIOS ................................................ 31 ANNEX 1 EXAMPLE OF COMPLETED RISK ASSESSMENT FORM.................................................. 33
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1 1.1
Manning and STCW Requirements 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) 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 officer’s 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 and is updated annually. 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 2.6.1
Exceptions There will obviously be times such as: - Emergencies and situations likely to become emergencies unless action is taken, - Musters and drills, - Essential work on board which cannot be delayed for safety or environmental protection reasons; and - Factors beyond the control of the Master or the operator other than commercial needs.
2.6.2 When these things occur it is often necessary for crew members who are involved to miss out on their minimum rest as stated in the schedule. You have the authority as Master to permit this but you must record the fact and the reason for them, for missing out on the minimum rest for those men affected. 2.6.3 In deciding what factors might come within “factors outside the control of the Master or the operator other than commercial needs” you will need to take into account the circumstances. The definition was written to take account of situations such as when a Port Authority demands that the ship vacate the berth when you had planned to stay longer, or when a shift of berth is demanded unexpectedly. On the other hand a request by the charterer to sail earlier so that he may minimise port dues is not a valid factor under this definition and counts as a commercial need. 2.7
Leave
The regulations state that a seafarer is entitled to paid annual leave of at least four weeks, or a proportion of four weeks in respect of a period of employment of less than one year. This may be taken in instalments but may not be replaced by a payment in lieu, except where the seafarer's employment is terminated.
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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 ship’s 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 ship’s Certificate of Registry, and the details should be entered exactly as found in that document. Also recorded are the date and place of commencement and termination of the agreement
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3.1.9 Inside the front cover should be attached the approved contractual clauses. Only approved clauses may be used in a crew agreement. The appropriate approved clause is an ALC(NFD)1(d) 3.1.10 Owners may submit agreements other than the pre printed one, or modifications to the pre-printed one to the Maritime and Coastguard Agency for approval. 3.1.11 If such modified agreements are approved the owner should arrange to incorporate the approved version with the set of crew agreement documents when they are sent out to the vessel. ALC(NFD)1(d) 3.1.12 The master, on opening a crew agreement for the first time, should insert at the top of the ALC(NFD)1(d) in the first section, the name of the employer and his address. Each seaman who then signs on the list of crew becomes a party to this agreement between himself and the employer. An example is: THIS AGREEMENT is made between (here insert name and address of the employer) Honest Shipping Company Ltd, 123 London Road, Southampton, United Kingdom SO 14 3HL (herein called ‘the employer’) and each of the seamen whose name is included in the list of crew incorporated in this Agreement 3.1.13 At sub-section (ii) within the contractual clauses there is a space for geographical limits. (normally 75° N/S) and the agreement is not to last more than 6 months from the date of the first person signing the agreement. The country of the final port of destination should be inserted (insert United Kingdom). An example is: (ii) this Agreement shall be for a voyage or voyages within (geographical limits to be stated, e.g. near coastal, unlimited or by reference to latitude and longitude) 75 degrees North and South and is not to extend beyond the expiration of six months from the date of the first signature to this Agreement or the time at which the ship first arrives at the port of final destination (country to be stated, e.g. United Kingdom) United Kingdom after that period or the discharge of cargo consequent on that return; 3.1.14 At sub-section (iii) there is a line at which the notice period for termination of employment on arrival at a port should be entered. A figure
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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 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 seaman’s employment under this Agreement such notice to take effect at a Port in United Kingdom (state country) and to be given not less than 14 days* (exclusive of Saturdays Sundays and Public Holidays) either before the ship is due to arrive at that port or if the employment is to terminate at the port where the ship is when the notice is given before it is due to sail. 3.1.15 Section (vi) should be left blank unless the owner has had agreements approved by the Maritime and Coastguard Agency. 3.1.16 At the end of this page is a space for the signature of the Master, or the employer. In almost all cases this will be signed by the master as the person opening the agreement and dated as the day on which the agreement is opened. 3.1.17 Once an agreement is opened the appropriate entry should be made in the official log book. Lists of Crew - Forms ALC 1(a), (b) & (c). 3.1.18 Also supplied with the crew agreement are a supply of forms ALC1(a), ALC1(b) and ALC1(c) 3.1.19 Form ALC1(a) is used to record the details of every member of the crew when they join the ship. Details of the Master and any non crew members such as superintendents, or riding crews should not be entered on Form ALC1(a), this form is only for crew members other than the master.
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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 member’s 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'.
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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 ship’s 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 version 2 - 5/7/08
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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
2 3 4.11
Name of Seaman (Use capital letters please)
Capacity in which employed
SERGIY TANASHCHUK ANDRIY GRYPACHOV
Chief Officer Second Officer
If entry made in narrative section give relevant page
42 42, 43, 46
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 mother’s 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 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. 02/01/05
09/01/05
11/01/05
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 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
Date of entry
02/01/05
Signatures of master and member of crew
P Hackl Master S Tanashchuk Chief Officer
General alarm sounded Crew mustered for Abandon Ship stations. Freefall lifeboat launched and recovered All equipment satisfactory
09/01/05
Weekly inspection of lifesaving appliances General alarm tested, freefall lifeboat and rescue boat engine run. All equipment satisfactory
11/01/05
P Hackl Master S Tanashchuk Chief Officer P Hackl Master S Tanashchuk Chief Officer
4.16 Every entry MUST be signed by the master and by one other crew member. If it is not signed by BOTH, the entry is invalid and will not be accepted as proof that the drills have been carried out.
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4.17 If for any reason a muster or drill is not held then a statement as to the reason why should be entered in column 2. Valid reasons might include "vessel rolling and pitching heavily, unsafe to carry out drills". 4.18 If a drill is postponed or cancelled then it should take place at the next suitable opportunity. 4.19 An additional UK requirement is for Entry into Dangerous Spaces Drills. The master of: (a) any tanker or gas carrier of 500 tons and over, and (b) any other ship of 1000 tons and over must ensure that drills simulating the rescue of a crew member from a dangerous space are held at intervals not exceeding two months, and that a record of such drills is entered in the Official Log Book. Pages 15 to 18 - Record of test drills and inspections of steering gear 4.20 This section is self explanatory. The regulations require steering gear to be tested within 12 hours before sailing (or once per week for ships making one voyage or more per week from the same port) and emergency steering systems to be tested every 3 months. Typical entries might appear as: Date, time and place of test drill, inspection or pre-sea check 02/03/05 1700 LT Riverside Quay South Shields
15/05/05 1100 LT 54° 50´ N 01° 00´ E
Nature of Inspection, test drill or check of Steering Gear
Steering gear tested Satisfactorily in all modes
Date of Entry
02/03/05
Emergency steering gear tested, control from steering gear compartment and communications all satisfactory
15/05/05
Signatures of master and officer
P Hackl Master S Tanashchuk Chief Officer P Hackl Master S Tanashchuk Chief Officer
4.21 As with most sections of the OLB all entries MUST be signed by the master and an officer to be valid. Pages 19 to 23 - Record of inspections of crew accommodation. 4.22 This section is for records of mandatory inspections of crew accommodation. The regulations require that an inspection of the crew accommodation, to ensure that it is being kept clean and that all the requirements of the crew accommodation regulations are being followed, is carried out every 7 days. The inspection must be carried out by the master
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and he must be accompanied by one other member of the crew. All entries must be signed by the master and a member of the crew, who will normally be the same person who accompanies the master on the inspection. 4.23 It is acceptable in large ships for the inspections to cover areas of the accommodation on each occasion so long as the whole of the accommodation is inspected in sequence. Typical entries might appear as: Time and date of inspection
Names and ranks of persons making the inspections
1700 LT 01/04/06
P Hackl Master
1030 LT 08/04/06
S Tanashchuk Chief Officer P Hackl Master
Particulars of any respects in which crew accommodation, or any part of it is found not to comply with the Regulations Accommodation inspected all areas satisfactory
Crew mess room lighting defective - repaired satisfactorily
Date of entry
01/04/06
08/04/06
A Grypachov Second Officer
Signatures of master and member of crew
P Hackl Master S Tanashchuk Chief Officer P Hackl Master A Grypachov Second Officer
Pages 24 to 28 - Record of inspections of food and water 4.24
Guidelines for food hygiene are contained in MGN 61.
4.25 Guidelines on fresh water systems are contained in MSN 1214 and MSN 1401. 4.26 There are no minimum requirements as to the minimum amount of food. The Regulations state:"4. It shall be the duty of the employer and master of every ship to ensure that there shall be provided on their ship provisions and water which (a) are suitable in respect of quantity, nutritive value, quality and variety having regard to the size of the crew and the character and nature of the voyage; (b) do not contain anything which is likely to cause sickness or injury to health or which renders any provision or water unpalatable; and (c) are otherwise fit for consumption." 4.27 The records of inspections in this section are similar to those in the previous section. The Convention and the United Kingdom Regulation requires that inspections are carried out at intervals not more than 7 days.
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4.28 The inspections in this section must be made by the Master and any member of the crew. In practice it will usually be possible to inspect provisions, store rooms, galleys etc. with a member of the catering department during the course of the accommodation inspection. 4.29 Entries in this section must be signed by the Master and by the member of the crew making the inspection. Typical entries might appear as: Date of inspection
01/01/06
08/01/06
Names and ranks of persons making the inspections P Hackl Master W Academia Cook P Hackl Master
Result of inspection of supplies of food and fresh water
Food and fresh water satisfactory
Food and fresh water satisfactory
W Academia Cook
Date of entry
01/01/06
08/01/06
Signatures of persons making the inspection P Hackl Master W Academia Cook P Hackl Master W Academia Cook
Page 29 - Load line, depth of loading etc. 4.30 This section is self explanatory. The information must be completed and the necessary data can be found on the ship’s 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 4.31 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 4.32 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. 4.33 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. 4.34 Copies of FRE13/ MSF 2004 are available in MSN 1752 page 75 or from Marine Offices.
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4.35 Normally it will be convenient for the person completing Form FRE13/ MSF 2004 to enter the details in the OLB at the same time for the master’s signature as a final check. Normally the officer completing the data for the FRE13/ MSF 2004 will be the second signatory for this section. Pages 40 to 76 - Narrative section 4.36 This section is for explanatory entries. A complete list of the categories of entry to be made is contained in the Official Log Book Regulations. In general terms this section should contain entries relating to: • • • • • • • • • • • • • • • • •
changes of master the annexing of other documents to the OLB. accidents casualties disciplinary matters discharge of crew members, i.e. when they sign off the articles ( note there is no need to make an entry when crew members sign on to the articles, this is covered above). details of crew left behind desertions complaints promotions and demotions criminal convictions during a voyage illness deaths appointments of safety officers, representatives and committees. meetings of safety committees. wages disputes closing of articles and OLB.
4.37 If it is not practicable due to its length, or for any other reason for an entry to be contained in the narrative section, it shall be contained in a separate document annexed to the OLB and referred to in an entry in the narrative section. 4.38 Some fictional examples, designed to illustrate the type of entries that might commonly be made, are below. Every entry MUST be signed by the Master and by a member of the crew. Date and hour of occurrence
1200 UTC 04/02/06
Place of the occurrence, or situation by latitude and longitude at sea South Shields
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Date of entry
Entries required to be made under Section 77 of the Merchant Shipping Act 1995
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 Hackl Master S Tanashchuk Chief Officer
20
0900 UTC 05/02/06
South Shields
05/02/06
1630 LT 15/02/06
Malta
15/02/06
0900 LT 06/03/06
Rotterdam
06/02/06
1730 LT 15/04/06
At sea 55° 10´ N 01° 01´ E
15/04/06
0642 LT 21/04/06
Kotka
21/04/06
1300 LT 28/04/06
Rotterdam
28/04/06
A Grypachov Second Officer appointed as Safety Officer. Safety Representative J Pamis elected P Hackl Master S Tanashchuk Chief Officer On this day signed off Nos 2, 4 & 10 in list of crew to proceed on leave P Hackl Master S Tanashchuk Chief Officer On this day P Hackl was replaced by G Johnson as Master. All documents handed over in good order P Hackl G Johnson Dangerous Space drill carried out. All equipment satisfactory G Johnson Master S Tanashchuk Chief Officer 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 S Tanashchuk Chief Officer Crew agreement and official log book closed G Johnson Master S Tanashchuk Chief Officer
4.39 The page number for every entry in the narrative section which refers to a crew member should be entered in column 4 of the list of crew section. 4.40 In the event that an OLB becomes full while the articles are still open, another OLB should be started. An entry should be made in the narrative section of the second or subsequent book should reflect that this is a continuation book. All the books should be returned with the completed articles at the end of the voyage.
5.
GMDSS Log Book
5.1 All UK ships are required to carry a GMDSS log book, MCA GMDSS radio logs are available from book shops eg. www.tsoshop.co.uk/. The log book is to keep records of communications relating to distress, urgency and safety radio traffic, regular positions of the ship and results of tests on radio equipment. 5.2 Instructions for completing the log book are contained in the book. GMDSS Log Books should be returned to the MCA with the Official Log Book and Crew Agreements when these are closed. 5.3 It is not compulsory to carry an MCA GMDSS Log books however the following tests, listed in the front of the UK GMDSS Log, must be carried out and recorded in some form:
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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).
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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 ship’s safety culture is dependent upon the strong support and encouragement from the ship’s 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 Company’s/Operator’s 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
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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 Company’s/Operator’s occupational health and safety policies are observed and to make recommendations for their improvement,
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•
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: • • •
6.2
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. Master’s 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 ship’s 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
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requirement for the Master or Operator to report Accidents and Major Injuries by the quickest means possible and as soon as possible after the occurrence to the Marine Accident Investigation Branch. Serious Injuries should be reported within 14 days and whilst there is no requirement to report a Hazardous Incident it is recommended that a report is sent. 7.2 The definitions of Accidents and Major Injuries and Serious Injuries are contained in MGN 289. 7.3 Accidents should be reported to the Marine Accident Investigation Branch on form IRF and you should have copies of this form on board. It can also be downloaded from the Marine Accident Investigation Branch website: www.maib.gov.uk.
8 8.1
Medical Stores Requirements 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 9.1
Surveys and Audits 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.
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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 Construction, and MARPOL have been fully delegated to your classification society and can be arranged directly with Class. 9.2.3 Surveys for Safety Radio should be arranged through SELEX who will carry out surveys in the UK but for surveys outside UK normally appoint a local representative see - MGN 286. 9.2.4 Surveys for Safety Equipment should be arranged through MCA Customer Service manager or through MCA HQ e mail:
[email protected] Tel + 00 44 (0) 2380 329 224. The MCA will normally authorise Class to carry out the survey however the MCA will conduct surveys themselves • • • 9.3
in the UK at 1 survey in 5 where the MCA feel the need to inspect the ship eg. after a detention DoC for Dangerous Goods
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.
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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 seafarer’s 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 seafarer’s 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:
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• • • • • • • • •
10
Standards of maintenance and cleanliness of the ship’s living and working areas. 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.
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 ship’s 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.
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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 ship’s 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 ship’s 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
• • • • • • • • •
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• •
13
Operating and Maintenance Instructions for Navigational Aids Carried by the Ship Ship Captains Medical Guide (MCA)
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 Master’s duty to ensure that the necessary opportunities are presented to enable the candidate to complete the Priority Familiarisation and Safety Tasks. 13.2 The tasks completed thereafter should be inspected and signed upon joining the vessel, each month thereafter and at the end of the voyage. 13.3 For deck cadets - a steering certificate should be completed and signed when the candidate has obtained the necessary experience and reaches the required standard. It is extremely important that the candidate is given adequate supervised bridge watchkeeping experience after the first sea phase. The MCA require that all deck candidates for a first certificate of competency must spend six of their final 12 months qualifying sea time engaged in bridge watchkeeping duties under the supervision of a deck officer. This requirement means that the balance of emphasis in terms of training during the latter sea phases should be directed towards watchkeeping. 13.4 In the event that some tasks are not able to he completed, then a suitable alternative task to a similar standard may be completed and recorded in the relevant section of additional tasks provided for each unit. This space may also he used for any additional tasks not specified and so provide further evidence that such training and experience has been acquired. 13.5 Officers who act as witnesses to the tasks should sign and date the appropriate tasks and enter his/her name in the “Record of Authenticating Officers” list. Any task should only be signed as complete when the demands of the task have been met. The signature will attest to the Authentication statement shown in each task and where more than one activity is detailed within a task, this statement must be true for all activities. 13.6 The number of tasks specified has no bearing on how many times the candidate must complete the task, it may take several attempts. However, for each attempt not reaching full competence, the officer must give clear information on the areas that are lacking so that the candidate may address these deficiencies. This is particularly important at the end of the voyage, where the candidate may he joining another vessel where the officers will have limited indications of his/her progress. In this respect, notes may he
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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.
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Annex 1 Example of Completed Risk Assessment Form Company Document Control Number RA02/Rev12/05
Section 2 Assessment of Risk Factor Severity of Harm
DETAILED RISK ASSESSMENT - SPECIMEN
Likelihood of Harm
Ship name_________MV Example_________________________________ Record Number_______Example / Risk Assessment / File 01-001____ Current assessment date:
12/ 05
Work activity being assessed:
12/ 04
Last assessment date:
Existing Control Measures to Protect Personnel from Harm
Working aloft
2
Falling off ladder while climbing
(a) Permit to-Work issued for work while aloft (b) Permit-to-Work procedure followed (a) Use appropriate safety harness (b) Supply appropriate PPE (c) Obey guidance from local safety sign (d) Endorsement of working aloft procedures and training (a) Safety harness secured (b) Endorsement of working aloft procedures and training (a) Isolate whistle (b) Place “Man Aloft” signs on all whistle controls (a) Isolate radar to stop rotation (b) Place “Man Aloft” sign on radars (a) Isolate radar (b) Isolate all aerials (c) Place appropriate safety notices on mast (a) Isolate electrical equipment as appropriate (b) Place appropriate safety notices on isolators (a) Adequate training of support staff below (b) Supply appropriate PPE (a) Arrange work in daylight conditions (b) Arrange work in dry conditions (c) Arrange work in calm weather (d) Arrange work to be carried out in port or calm seas
3 4 5 6
Falling from heights whilst working Ships whistle being sounded whilst aloft Being hit by a rotating radar aerial Radiation hazard from radar and radio aerials
7
Electrocution hazard
8
Object falling from aloft/above Weather and Sea hazard
9
Extreme Harm
Very Unlikely
VERY LOW RISK
HIGH RISK
Unlikely
VERY LOW RISK
MEDIUM RISK
VERY HIGH RISK
Likely
LOW RISK
HIGH RISK
VERY HIGH RISK
Very Likely
LOW RISK
VERY HIGH RISK
VERY HIGH RISK
Section 1 Hazard Analysis of the Intended Work Activity Description of Identified Hazards
Moderate Harm
VERY LOW RISK
Working aloft on the Main Mast
Hazard no. 1
Slight Harm
Hazard no. 1
Likelihood of Harm
Severity of Harm
Very Unlikely
Moderate
Very Low
2
Unlikely
Moderate
Medium
3
Unlikely
Moderate
Medium
4
Very Unlikely
Slight
Very Low
5
Very Unlikely
Slight
Very Low
6
Very Unlikely
Slight
Very Low
7
Very Unlikely
Slight
Very Low
8
Likely
Moderate
High
9
Very Unlikely
Moderate
Very Low
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. 1 2 3 4 5 6 7 8 9 10
Further Risk Control Measures
Remedial Action Date
Review Date
Can work be delayed to enable other means of access Can work be delayed to enable other means of access
As of job date
Next annual review
As of job date
Next annual review
Secure all tools appropriately Monitor local conditions
As of job date As of job date
Immediate Next annual review
Additional comments:
Remedial action will be addressed at the next assessment review date Assessment review date ____December 2006_________________________________________
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Risk Factor
MERCHANT SHIPPING NOTICE
MSN 1767 (M) 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
1
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
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
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.
2.3
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
2 3
The requirements of these Regulations do not apply to seafarers employed or engaged on fishing vessels, offshore installations whilst
SI 1998/1833 SI 1998/2771
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. Boatmaster’s 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 19982
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.
2.4
Commercial Maritime Operations
3.0
General Duties (Regulation 4)
2.4.1
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:
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
2.5
a) 10 hours in any 24-hour period; and b) 77 hours in any 7-day period.
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).
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
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.
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
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
leave for watchkeeping seafarers or seafarers working on board ships on short voyages. 4.4
d) manning levels and changes in crew numbers due to crew changes and sickness;
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 :
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.
- be in writing; - have been circulated in draft to all workers to whom it applies together with guidance to assist their understanding of it; - be signed before it comes into effect either: 5.2
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 ship’s 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.
In devising the schedule, operators should take account of factors such as:
6.0
Exceptions for Emergencies (Regulation 8)
a) trade and type of operation;
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
- 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.
b) type and size of ship; c) construction and technical equipment of the ship;
4
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
employment of anyone under school leaving age. 9.2
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 week’s 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 seafarer’s employment is terminated.
Checking the ship’s 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 “ship’s 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
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.
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 MCA’s 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
5
vessel can be operated safely within the hours available. Where conditions are clearly hazardous to safety or health, the ship may be detained.
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: -
SECTION 2 - SAFE MANNING .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;
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.
.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
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 :
.5 ensure that the working arrangements allow for sufficient rest periods to avoid fatigue and to comply with the Hours of Work Regulations 2002.
.1 make an assessment of the tasks, duties and responsibilities of the ship’s complement required for its safe operation, for the protection of the marine environment and dealing with emergency situations;
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:
.2 assess the numbers and grades/capacities in the ship’s 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;
.1 watchkeeping; .2 hours of work or rest;
.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;
.3 safety management; .4 certification of seafarers; .5 training of seafarers; .6 occupational health and hygiene;
.5 in case of changes in trading area(s), operations, construction, machinery, equipment or operation and maintenance
.7 crew accommodation.
6
14.0 Establishing Safe Manning Requirements
.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 nonessential 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.
14.1 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;
.14 Marine engineering tasks and duties:
.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
operate and monitor the ship’s main propulsion and auxiliary machinery;
.2
maintain a safe engineering watch;
.3
manage and perform fuel and ballast operations; and
.4
maintain ship’s engine equipment, system and services.
.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;
.1
operate ship’s electrical electronic equipment; and
and
.4
safely moor and unmoor the ship; and
2
maintain ship’s electronic systems.
and
.5
maintain safety whilst in port.
.15 Electrical, electronic engineering duties:
plan and monitor the safe loading, stowage, securing, carriage and unloading of cargo.
.12 Ship specific operations: .1
control
electric
.16 Radio communications:
.11 Cargo handling and stowage: .1
and
the nature and duration of the operation(s) the ship undertakes and local environmental conditions.
.1
transmit and receive information using ship communication equipment;
.2
maintain safe radio watch;
.3
provide communications emergencies.
in
.17 Maintenance and repair: .1
.13 Ship operations and care for persons onboard, and maintaining life-saving, fire-fighting and other safety systems in operational condition:
7
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.
14.2 In addition, the level of safe manning should also take into consideration:
15.4 The number of ratings required will be determined by the factors summarised in paragraphs 13 and 14 above.
.1 the management of safety functions of a ship underway, not underway or operating in near stationary mode;
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.
.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;
17.0 Consultation on Safe Manning Levels
.4 the maintenance of applicable occupational health and hygiene standards on board; and
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.
.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.
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 crew’s ability to carry out the essential tasks in the context of the principles of safe manning.
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.
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.
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.
4
17.4 Changes should not be made to the manning level unless they can be justified 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
SI 1995/1427
8
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.
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.
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
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.
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.
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.
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.
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
19.2 When applying to the MCA for a Safe Manning Document, owners or operators should submit a clear and concise explanation of: -
21.0 General 21.1 The principles applying to the keeping of a safe watch are given in Chapter A-VIII of the STCW Code5 and must be followed in order to comply with the Regulations.
1 how the proposed manning level has been determined; 2 how it takes account of the guidance of this Notice; and
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
3 how it takes account of the hours of work provisions in the Regulations.
5
Available from the Publications Department, International Maritime Organization, 4 Albert Embankment, London SE1 7SR
9
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:
[email protected] 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:
[email protected]
Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton S015 1EG September 2002 File Reference MC 110/13/6 An executive agency of the Department for Transport
Safer Lives, Safer Ships, Cleaner Seas
10
(1) (2) (3) (4)
11
Comments
Signature of master: ______________________________________________
Non-watchkeeping duties (from–to)
Watchkeeping (from–to)
Watchkeeping (from–to)
Non-watchkeeping duties (from–to) (4)
Scheduled daily work hours in port
Scheduled daily work hours at sea
At sea
In ports
Total daily rest hours
The terms used in this model table are to appear in the working language or languages of the ship and in English. See overleaf for selected extracts from ILO Convention No 180 and the STCW Convention.. For those positions/ranks that are also listed in the ship’s safe manning document, the terminology used should be the same as in that document. For watchkeeping personnel, the comment section may be used to indicate the anticipated number of hours to be devoted to unscheduled work and any such hours should be included in the appropriate total daily work hours
Position/rank (3)
Other requirements: _________________________________________________________________________________________________________
Minimum hours of rest: __________________________________________________________________________
The maximum hours of work or minimum hours of rest are applicable in accordance with the Merchant Shipping (Hours of Work) Regulations 2002 issued in conformity with ILO’s Seafarer’s Hours of Work and the Manning of Ships Convention 1996 (No 180) and with any applicable collective agreement registered or authorised in accordance with that Convention and with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978, as amended, (STCW 95) (2).
Latest update of table: ____________________________________________________ ( ) of ( ) pages.
Name of Ship: ____________________________________ Flag of Ship: ______________________ IMO number (if any): _________________
MODEL FORMAT FOR TABLE OF SHIPBOARD WORKING ARRANGEMENTS (1)
ANNEX A(i)
Hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours.
Nothing in paragraphs 1 and 2 shall prevent the Member from having national laws or regulations or a procedure for the competent authority to authorise or register collective agreements permitting exceptions to the limits set out. Such exceptions shall, as far as possible, follow the standards set out but may take account of more frequent or longer leave periods or the granting of compensatory leave for watchkeeping seafarers or seafarers working on board ships on short voyages.
2.
6.
12
The hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length.
The requirements for rest periods laid down in paragraphs 1 and 2 need not be maintained in the case of an emergency or drill or in other overriding operational conditions.
Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours provided that any such reduction shall not extend beyond two days and not less than 70 hours of rest are provided each seven-day period.
Administrations shall require that watch schedules be posted where they are easily accessible.
2.
3.
4.
5.
3.
provisions made to prevent fatigue should ensure that excessive or unreasonable overall working hours are not undertaken. In particular, the minimum rest periods specified in Section A-VIII/1 should not be interpreted as implying that all other hours may be devoted to watchkeeping or other duties;
that the frequency and length of leave periods, and the granting of compensatory leave, are material factors in preventing fatigue from building up over a period of time;
the provision may be varied for ships on short sea voyages, provided special safety arrangements are put in place.
1.
2.
3.
In applying Regulation VIII/1, the following should be taken into account:
Section B-VIII/1 of the STCW Code (Guidance)
All persons who are assigned duty as officer in charge of a watch or seafarer on watch shall be provided with a minimum of 10 hours’ rest in any 24 hour-period.
1.
Section A-VIII/1 of the STCW Code (Mandatory)
As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest.
3.
STCW Convention (STCW 95)
Nothing in this Convention shall be deemed to impair the right of a master of the ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea.
1.
Article 7
The limits on hours of work or rest shall be as follows: (a) maximum hours of work shall not exceed: (i) 14 hours in any 24-hour period; and (ii) 72 hours in any seven-day period, or (b) minimum hours of rest shall not be less than: (i) 10 hours in any 24-hour period, and (ii) 77 hours in any seven-day period.
1.
Article 5
ILO Convention No 180
SELECTED TEXTS FROM ILO CONVENTION No 180 AND THE STCW CONVENTION
ANNEX A(ii)
Watchkeeper (2): yes
no
13
(1) (2)
This form is subject to examination and endorsement under procedures established by the UK Maritime and Coastguard Agency
The terms used in this model table are to appear in the working language or languages of the ship and in English. Tick as appropriate.
A copy of this record is to be given to the seafarer.
Signature of master or authorised person: ____________________________ Signature of seafarer: ________________________
Name of master or person authorised by master to sign this record: _____________________________________________
I agree that this record is an accurate reflection of the hours of rest of the seafarer concerned.
The following national laws, regulations and/or collective agreements governing limitations on minimum rest periods apply to this ship: The Merchant Shipping (Hours of Work ) Regulations 2002, _______________________________________________________________________________
COMPLETE THE TABLE ON THE REVERSE SIDE
Record of hours of rest Please mark periods of rest, as applicable, with X, or using a continuous line or arrow.
Month and year: _________________________________
Seafarer (full name): ____________________________________________________________________ Position/rank: ____________________
Name of Ship: ___________________________________ IMO number (if any): _________________ Flag of Ship: ______________________
MODEL FORMAT FOR RECORD OF HOURS OF REST OF SEAFARERS (1)
ANNEX B(i)
14
(2)
(1)
Hours of rest in 24-hour period
Comments
Hours of rest, in any 24-hour period (2)
Hours of rest, in any 7-day period (2)
Not to be completed by the seafarer (1)
For completion and use in accordance with the procedures established by the competent authority in compliance with the relevant requirements of ILO Convention No 180 on Seafarers’ Hours of Work and the Manning of Ships Convention 1996. Additional calculations or verifications may be necessary to ensure compliance with the relevant requirements of ILO Convention No 180 on Seafarers’ Hours of Work and the Manning of Ships Convention, 1996 and the International Convention on Standards of Training, Certification and Watchkeeping, 1978 as amended. (STCW 95)
Hours 0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4
Date
Hours 0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4
Please mark periods of rest, as applicable, with an X, or using a continuous line or arrow
ANNEX B(ii)
ANNEX C GUIDANCE ON APPROPRIATE MANNING LEVELS - DECK OFFICERS Trading Area
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 than 3000
1
1
1
–
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)
–
Less than 500
–
–
–
2(c)
Near-coastal
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.
15
3000 or more
750 or more but less than 3000
350 or more but less than 750
6000 or more
3000 or more but less than 6000
750 or more but less than 3000
350 or more but less than 750
Unlimited
Unlimited
Unlimited
Near-coastal
Near-coastal
Near-coastal
Near-coastal
SMEOL
C/E III/3 < 3000 kW NC
C/E III/2 < 6000 kW NC
C/E III/2 Unlimited
2/E III/3 < 3000 kW
C/E III/3 < 3000 kW
C/E III/2 Unlimited
Chief Engineer
16
All engine room watch ratings must hold watch rating certificates (STCW III/4 certification) issued by MCA-approved companies, except on vessels of less than 750kW.
The manning levels are subject to meeting the requirements of Section 1 of this MSN.
(i)
(ii)
NC = Near-coastal
1
2
2
2
2
3
3
Total
The holder may serve in a dual capacity, deck and engine room, provided the ship is not a tanker and the deck service is not as an essential watch-keeper or master
< = less than
-
-
-
-
-
1 x III/1
1 x III/1
Engineer OOW
(a)
-
2/E III/3 < 3000 kW NC
2/E III/2 < 6000 kW NC
2/E III/2 Unlimited
MEOL (a)
2/E III/3 < 3000 kW
2/E III/2 Unlimited
Second Engineer
Engineer Officers Requirements
The following factors will be considered in varying the requirements given in the above table. Restriction of the vessel’s area of operation. The trading pattern of the vessel. The complexity of the machinery spaces. The vessel not operating under U.M.S. conditions. Technical complexity of the machinery including its control and monitoring systems. Redundancy of the essential machinery. The maintenance regime employed in the upkeep of the machinery and its control systems. The level and availability of technical shore support.
Notes:
Key:
The above table assumes that the ship is classed as U.M.S.
Registered Power (kW)
Trading Area
GUIDANCE ON APPROPRIATE MANNING LEVELS - ENGINEER OFFICERS
ANNEX D
ANNEX E MCA Marine Offices 1.
Aberdeen Marine Office Blaikies Quay Aberdeen AB11 5EZ
Tel: 01224 597900 Fax: 01224 571 920
2.
Belfast Marine Office Bregenz House Quay Street Bangor Northern Ireland BT20 5ED
Tel: 02891 475310 Fax: 02891 475321
3.
Cardiff Marine Office Oxford House Hills Street Cardiff CF1 2TD
Tel: 02920 229 556 Fax: 02920 229 017
4.
Dover Marine Office Langdon Battery Swingate Dover CT15 5NA
Tel:01304 227710
5.
Falmouth Marine Office Pendennis Point Castle Drive Falmouth Cornwall TR11 4WZ
Tel: 01326 310811
6.
Glasgow Marine Office Navy Buildings Eldon Street Glasgow PA16 7QY
Tel: 01475 5533550
7.
Great Yarmouth Marine Office 4th Floor Havenbridge House Great Yarmouth NR 30 1HZ
Tel: 01493 744300 Fax: 01493 744329
8.
Harwich Marine Office East Terrace Walton-on-Naze Essex CO14 8PY
Tel: 01255 682107
9.
Hull(Beverley) Marine Office Crosskill House Mill Lane, Beverley North Humberside HU17 9JB
Tel: 01482 866 606 Fax: 01482 869 989
10.
Leith Marine Office 1, John’s Place Leith Edinburgh EH6 7EL
Tel: 0131 554 5488 Fax: 0131 554 7689
17
11.
Liverpool Marine Office Hall Road West Crosby Liverpool L23 8SY
Tel: 0151 931 6600 Fax: 0151 931 6615
12.
London Marine Office Central Court, 1B Knoll Rise, Orpington Kent BR6 0JA
Tel: 01689 890 400 Fax: 01689 890 446
13.
Milford Haven Marine Office Gorsewood Drive, Hakin Milford Haven Pembrokeshire SA73 3HB
Tel: 01646 693272
14.
Newcastle Marine Office MCA Tyne Compass House Unit 1, Tyne Dock South Shields, Tyne and Wear NE34 9PY
Tel: 0191 496 9900 Fax: 0191 496 9901
15.
Plymouth Marine Office Fish Market Baylys Wharf, Fish Quay Plymouth PL4 OLH
Tel: 01752 266 211 Fax: 01752 225 826
16.
Shetland Marine Office The Knab, Knab Road Lerwick Shetland ZE1 0AX
Tel: 01595 743514
17.
Southampton Marine Office Spring Place 105 Commercial Road Southampton SO15 1EG
Tel: 023 80329329 Fax: 023 80329351
18.
Stockton On Tees Marine Office 3rd Floor, Victoria House Pearson Court, Pearson Way Teesdale Park Stockton On Tees TS17 6PT
Tel: 01642 611040
18
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Page 1
MARINE GUIDANCE NOTE
MGN 221 (M) 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)
Summary This Marine Guidance Note (MGN) is Part of a series which gives guidance on the application of the Merchant Shipping (Training and Certification) Regulations 19971 and the revised International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 95)2 . In order for the guidance to be easy to use and to keep up-to-date, the individual Parts will retain the same Part number but the MGN number may change if and when revisions are necessary. The front sheet of any revised Part will list the latest MGN numbers. Any reference to "Part" in this MGN relates to this series of Guidance Notes as listed below. Key Points This Part largely reproduces information on UK Certificates of Equivalent Competency (CECs) previously published in Merchant Shipping Notice MGN 179 and incorporates the following changes: • Additional methods of assessment of UK Legal and Administrative Processes (UKLAP) and of English language skills; • Conditions relating to the issue of temporary CECs; • The use of photocopies; • Companies permitted a role in assessing UKLAP and English; • Maritime and Coastguard Agency’s (MCA) audit role.
1 2
SI 1997/348 as amended by SIs 1997/1911 and 2000/836 Available from the Publications Department, International Maritime Organization, 4, Albert Embankment, London SE1 7SR
1
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LATEST INDEX TO PARTS
Part No.
Subject
Latest MGN Number
Issue Date
1
General requirements for certification and medical fitness
MGN 91(M)
April 2000
2
Certificates of competency - deck department
MGN 92(M)
April 2000
3
Certificates of competency - engine department
MGN 93(M)
April 2000
4
Certificates of competency - radio personnel
MGN 214(M)
May 2002
5
Special training requirements for personnel on certain types of ship
MGN 95(M)
April 2000
6
Emergency, occupational safety, medical care and survival functions
MGN 96(M)
April 2000
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 certificates of competency, marine engine operator licences and tanker endorsements.
MGN 9(M)
April 2000
10
Ratings
MGN 97(M)
April 2000
11
Conduct of MCA oral examinations
MGN 69(M)
April 2000
12
Safety training for concessionaires working on passenger ships
MGN 120(M)
April 2000
13
Use of fishing vessel certificates of competency in standby, seismic survey, and oceanographic research vessels – revised arrangements
MGN 121(M)
April 2000
2
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14
STCW 95 application to certificates of service
MGN 116(M)
April 2000
15
Certification of inshore tug personnel
MGN 209(M)
April 2002
17
Certificates of competency or marine engine operator licences for service as an engineer officer on commercially and privately operated yachts and sail training vessels
MGN 156(M)
February 2001
18
STCW 95 certificates of competency - conversion of tonnage limitations from GRT to gt
MGN 164(M)
January 2001
19
Certificates of Equivalent Competency
This note
20
Certificates of Equivalent Competency (Fishing Vessel)
MGN 220(F)
March 2003
21
Deck Officer Certificates of Competency for service on commercially & privately operated yachts & sail training vessels
MGN 195(M)
February 2002
Seafarer Training and Certification Branch Maritime and Coastguard Agency Spring Place 105 Commercial Road SOUTHAMPTON SO15 1EG Tel: 023-8032 9231 Fax: 023-8032 9252 E-mail :
[email protected] March 2003 MC 124/1/041
The MCA is an executive agency of the Department of Transport
Safer Lives, Safer Ships, Cleaner Seas 3
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A CEC 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.
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
2.3
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.
2.4
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.
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.
Competency 3.3
4
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.
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3.4
Page 5
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.
USA applicants 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.
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 candidate’s 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 MCA and 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
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 MCA’s 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
5
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Period the Master carrying out the assessment, who holds either an UK CoC or a full UK CEC, should sign and return the MCA’s 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 candidate’s 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 MCA and approved.
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 MCA’s Seafarer Training and Certification Branch at the address given in paragraph 10.1: • Application form (MSF 4203) completed by the seafarer with the seafarer’s 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, banker’s draft or postal order made payable to the Maritime and Coastguard Agency. Credit cards are also now accepted;
Medical fitness Applicants will be required to prove an appropriate standard of medical fitness and eyesight. Annex 2 gives details of countries whose medical certificates are currently recognised by the MCA. These are, however, due to be reviewed and amendments to Annex 2 will be published in due course.
• Non- UK CoC - All pages of CoCs issued by recognised countries MUST be included – the CoC must bear an STCW95 endorsement;
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 country’s 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.
• Passport or Discharge Book – proof of national identity is required preferably the Discharge Book, but a full passport will be accepted as an alternative;
3.15
• Valid UK Medical Certificate (ENG1) or other medical certificate acceptable to the MCA (see Annex 2);
• Evidence of competency in English and UKLAP (see paragraphs 3.5 – 3.14 and Annexes 4,5,6 and 7).
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.
6
4.3
On receipt of the above documentation, the Seafarer Training and Certification Branch 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.
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4.5
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given temporary CECs for up to six months (see paragraph 3.11);
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:
• 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.
• 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 ship’s 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
7
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)..
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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 Seafarer Training and Certification Branch Spring Place 105 Commercial Road Southampton SO15 1EG or from MCA Marine Offices.
8
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ANNEX 1 COUNTRIES WHOSE CERTIFICATES OF COMPETENCY HAVE BEEN EVALUATED FOR THE PURPOSES OF COMPARING STANDARDS OF COMPETENCY WITH THOSE OF THE UK To date, the following countries’ standards of competency and administration arrangements have been evaluated by the MCA and are considered to be equivalent to UK arrangements for the purpose of issuing Certificates of Equivalent Competency. CECs are normally issued to applicants with capacities and limitations equivalent to their own national CoCs. However, CECs may be issued with lower capacities and limitations if requested. We accept all those listed below under STCW 95. Up to date information is available from the MCA and changes will be published in Marine Information Notes (MINs) as necessary.
Non EU/EEA Countries
EU/EEA Member States 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*
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
9
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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.
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
Transitional arrangements: For those seeking revalidation and holding a medical certificate which was issued prior to the 1st September 2002 by those countries previously accepted, (as listed below) these certificates will be allowed to run for their full validity. Algeria Angola Argentina Azerbaijan Bangladesh Barbados Bosnia & Herzegovina Brazil Costa Rica Croatia Cyprus Djibouti Egypt Ghana Guinea-Bissau Iraq Israel Japan
Korea, Republic of Kyrgyzstan Lebanon Liberia Lithuania Macedonia, The former Yugoslav, Republic of Malta Morocco Panama Peru Poland Russian Federation Singapore South Africa Tajikistan Tunisia Ukraine
10
United States of America Uruguay Yugoslavia
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ANNEX 3 STRATEGIC SHIPS 1.
Vessels registered in the UK which are defined in the Merchant Shipping (Officer Nationality) Regulations 1995 as "strategic" will be required to have a British, British Commonwealth, NATO or EU national, or a national of a state which is party to the EEA Agreement, as Master.
2.
"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.
11
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ANNEX 4 EVIDENCE OF KNOWLEDGE OF ENGLISH LANGUAGE The following is acceptable evidence of competency in English. The MCA will need to see documented proof of attainment in one of the following methods: •
Confirmation of proficiency by an MCA surveyor 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 seafarer’s spoken English to be of an acceptable standard in order to carry out their shipboard duties. The results of the interview can be relayed in a letter from the Company to the MCA. The minimum acceptable pass marks (to be submitted on a Marlins approved centre stamped computer printout) are as follows: Deck Officers
Engineering Officers
Senior Deck Officers
90%
Senior Engineering Officers
80%
Junior Deck Officers
80%
Junior Engineering Officers
70%
•
Satisfying the MCA that English is the candidate’s 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 SQA in any British Council office anywhere in the world.
12
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ANNEX 5 RECOMMENDED CRITERIA FOR COMPANY-BASED CERTIFICATES OF EQUIVALENT COMPETENCY
ENGLISH
ASSESSMENTS
FOR
WHEN TO USE The assessment method outlined below is for use particularly where applicants for UK Certificates of Equivalent Competency (CECs) are newly or recently recruited and the Company is not otherwise aware of their level of English. The checklist should be used to confirm standards of English and as an auditable record for all CEC applicants. THE ASSESSMENT This is to be conducted on a one-to-one basis with a native English speaker (‘the interviewer’). Where possible the assessments should be tape-recorded. It should consist of three separate sections of approximately one hour in duration altogether. Where there is doubt as to whether certain criteria are being met there may be a need to retry during the assessment, but if the point has to be pressed it should be left. Section 1 - oral interview This should cover general topics, for example career to date, future plans. The questions should enable and encourage discursive responses allowing the seafarer the chance to ask questions or seek clarification. Section 2 - live listening/comprehension The interviewer should, at a steady pace, read a passage lasting 3-5 minutes of a generally maritime nature, e.g. an incident or a procedure. The seafarer may take notes throughout (in their own language if preferred). They should be allowed 2-3 minutes to look over their notes and then be asked to describe the incident in their own words, summarising the main points. Section 3 - specific/job focused communications This Section needs to be tailored to the vocabulary relating to the specific functions to be undertaken by the seafarer. This may need to include listening to radio messages, loudspeaker announcements, and should certainly include the testing of comprehension and communication of the type of orders, statements and requests that the seafarer is likely to hear or have to make. CRITERIA CHECKLIST These criteria are to help establish levels of listening and speaking abilities and are to be filled in each time an assessment of new recruits is made and in all CEC applications to confirm established competence. The criteria are to be used as a checklist and where the interviewer decides that one/some are not met that is to be noted for the record against the criterion (a tick for met and a cross for not met). It will be for the Company to decide whether failure to meet any of the criteria means the seafarer’s level of English would not be sufficient to carry out their functions safely and effectively. The completed criteria sheet and, where available, the tape recording will form the basis of the documentation required for audit.
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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)
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ANNEX 6 CERTIFICATE OF EQUIVALENT COMPETENCY EXAMINATION IN UK LEGAL AND ADMINISTRATIVE PROCESSES (UKLAP) GRADE 1 – MASTERS INFORMATION FOR CANDIDATES and ORAL SYLLABUS You will be allowed to use any or all of the documents listed in the Permitted Examination Materials in the examination. The use of other documents, notes or CD-ROMs is not permitted.
The examination questions will be drawn from the following topics and will assess your knowledge and understanding
a) b)
Period and validity of SAFCON, SEC and Radio Certificates on UK cargo ships; Period and validity of PC on UK passenger ships
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.
15
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10
Role of the MAIB: a) Master’s 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:
[email protected] 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:
[email protected]
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
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Or by annual subscription from: The Marine Information Centre Maritime and Coastguard Agency Spring Place 105 Commercial Road SOUTHAMPTON SO15 1EG Tel: 023 8032 9106 Fax: 023 8032 9388 They can also be accessed from the MCA’s web page on www.mcga.gov.uk under Publications/ Statuatory Information/M Notices or from MCA Marine Offices. Legislation: Primary
Merchant Shipping Act 1995
Statutory Instruments Official Log Book Regulations (Amend) (Amend) (Amend) Seaman’s Document Regulations (Amend) (Amend) Repatriation Regulations Returns of Births and Deaths Regulations Crew Agreement, List of Crew and Discharge of Seamen Regulations Health & Safety at Work Regulations H&S Employment of Young Persons Regulations
SI SI SI SI SI SI SI SI SI
1981/569 1985/1828 1991/2145 1997/1511 1987/408 1995/1900 1999/3281 1979/97 1979/1577
SI 1991/2144 SI 1997/2962 SI 1998/2411
Many Statutory Instruments are available, free to read and download, on the MCA website or HMSO website at the following addresses: www.mcga.gov.uk/publications/si/index www.legislation.hmso.gov.uk/stat Statutory Instruments prior to 1987 are not available on these websites. They can be purchased from TSO at the following address: The Stationary Office Ltd PO Box 29 Norwich NR3 1GN Tel: Fax:
0870 600 5522 0870 600 5533
Further related documents Training and Certification series of MGNs: Parts 1-21 Training and Certification Regulations (Amend) (Amend) Minimum Standards of Safety Communications Regulations (Amend) Safe Manning, Hours of Work & Watchkeeping Regulations
17
SI SI SI SI SI SI
1997/348 1997/1911 2000/836 1997/529 1999/1704 1997/1320
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ANNEX 7 CERTIFICATE OF EQUIVALENT COMPETENCY EXAMINATION IN UK LEGAL AND ADMINISTRATIVE PROCESSES (UKLAP) GRADE 2 – MATE, CHIEF & SECOND ENGINEER INFORMATION FOR CANDIDATES and ORAL SYLLABUS You will be allowed to use any or all of the documents listed in the Permitted Examination Materials in the examination. The use of other documents, notes or CD-ROMs is not permitted.
The examination questions will be drawn from the following topics and will assess your knowledge and understanding
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:
[email protected]
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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:
[email protected]
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 MCA’s web page on www.mcga.gov.uk under Publications/ Statuatory Information/M Notices or from MCA Marine Offices.
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Legislation: Primary Merchant Shipping Act 1995 Statutory Instruments Official Log Book Regulations (Amend) (Amend) (Amend)
SI 1981/569 SI 1985/1828 SI 1991/2145 SI 1997/1511
Seaman’s Document Regulations (Amend) (Amend
SI 1987/408 SI 1995/1900 SI 1999/3281
Health & Safety at Work Regulations
SI 1997/2962
Many Statutory Instruments are available, free to read and download, on the MCA website or HMSO website at the following addresses: www.mcga.gov.uk/publications/si/index www.legislation.hmso.gov.uk/stat Statutory Instruments prior to 1987 are not available on these websites. They can be purchased from TSO at the following address: The Stationary Office Ltd PO Box 29 Norwich NR3 1GN Tel: Fax:
0870 600 5522 0870 600 5533
Further related documents Training and Certification series of MGNs: Parts 1-21
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ANNEX 8 ORAL EXAMINATION OF COMPETENCY- HOLDERS OF USCG CoCs Applicants holding USCG 500gt and 3000gt (International Tonnage) Certificates of Competency will be required to pass the following MCA oral examination of competency, for which an additional fee is payable (see Annex 9), in addition to meeting the other requirements of this MGN: For candidates wishing to use their CEC in Merchant Vessels: Chief Mate 500gt near coastal
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 Mate 500gt Ocean Mate 3,000gt near coastal Mate 3,000gt Ocean
OOW oral from MGN 195 OOW oral from MGN 195 OOW oral from MGN 195 OOW oral from MGN 195
Master 500gt near coastal Master 500gt Ocean
Master 500gt oral from MGN 195 Master 500gt oral from MGN 195
Master 3,000gt near coastal Master 3,000gt Ocean
Master 3,000gt oral from MGN 195 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. A ‘near coastal’ certificate issued by the USCG will have the CEC endorsed ‘USA near coastal area only’.
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ANNEX 9 Payable to MCA at time of application FEES FOR CERTIFICATES OF EQUIVALENT COMPETENCY (As at July 2002 )
Certificates
Payable to MCA
Issue of a CEC
£70.00
Revalidation of a CEC to STCW 95
£50.00
Revalidation of a STCW 95 CEC
£30.00
Upgrade of a current CEC
£70.00
Addition of Tanker Endorsement to CEC
£20.00
Payable to MCA or SQA at time of application
UKLAP FEES
Examination
Payable to MCA Oral Examinations
Payable to SQA* Written Examinations
Grade 1 (MN)
£74.00
£60.00
Grade 2 (MN)
£74.00
£60.00
Payable to MCA or SQA at time of application
ENGLISH LANGUAGE ORAL EXAM FEES
Examination
Payable to MCA Oral Examinations
Payable to SQA* Oral Examinations
English Language
£74.00
£60.00
Payable to MCA at time of application
ORAL EXAM OF COMPETENCY
Payable to MCA
£111.00
*Details of how to apply to the SQA are given on the Notice of Assessment
22
MARINE GUIDANCE NOTE
MGN 97 (M) TRAINING AND CERTIFICATION GUIDANCE – PART 10 Ratings Notice to Owners, Masters, Deck and Engineer Officers and Ratings of Merchant Vessels and those concerned with Maritime Training. This Note supersedes Marine Guidance Note MGN 10(M) and should be read in conjunction with Merchant Shipping Notices Nos MSN 1692(M) and MSN 1740(M) (or subsequent amendments).
Summary This Marine Guidance Note (MGN) is part of a series which gives guidance regarding the application of the Merchant Shipping (Training and Certification) Regulations 19971. In order for the guidance to be easy to use and to keep up-to-date, the individual Parts will retain the same Part number but the MGN number may change if and when revisions are necessary. The front sheet of any revised Part will list the latest MGN numbers. Any reference to “Part” in this Note relates to this series of Guidance Notes as listed below. Key Point This Part gives information and guidance regarding the grading and training requirements for ratings employed on different types of ship. The requirements are framed to meet those of STCW 95, the International Labour Organisation – Able Seamen Convention 1946 and the IMO Safety of Life at Sea Convention.
LATEST INDEX TO PARTS Part No.
Subject
Latest MGN Number
Issue Date
1
General requirements for certification and medical fitness
MGN 91(M)
April 2000
2
Certificates of competency – deck department
MGN 92(M)
April 2000
3
Certificates of competency – engine department
MGN 93(M)
April 2000
4
Certificates of competency – radio personnel
MGN 94 (M)
July 1999
5
Special training requirements for personnel on certain types of ship
MGN 95(M)
April 2000
6
Emergency, occupational safety, medical care and survival functions
MGN 96(M)
April 2000
1
SI 1997/348 as amended by SI 1997/1911
1
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) certificates of competency, marine engine operator licences and tanker endorsements.
April 2000
10
Ratings
This Note
11
Conduct of MCA oral examinations
MGN 69(M)
April 2000
12
Safety training for concessionaires working on passenger ships
MGN 120(M)
April 2000
13
Use of fishing vessel certificates of competency in standby, seismic survey and oceanographic research vessels – revised arrangements
MGN 121(M)
April 2000
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 (other than tugs)
MGN 126(M)
Not yet issued
Seafarer Standards Branch Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 02380 329231 Fax: 02380 329252 E-mail:
[email protected] April 2000 MC124/1/029 © Crown copyright 2000
An executive agency of the Department of the Environment, Transport and the Regions
2
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 3
2.3
The shipowner or operator must ensure that all seafarers are able to communicate in the common working language determined for the ship.
2.4
All seafarers having undertaken less than 6 months sea-service on 1 August 1998 who have been assigned designated safety or pollution prevention duties must also successfully complete those elements of approved basic training, as appropriate to their duties and functions. The four elements of basic training are: .1
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 19974 require shipowners to ensure that their manning arrangements provide a good balance of experience and skill within the crew as a whole. The grading of seafarers described below should assist in achieving this aim.
3.2
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 2.4.1–4 above; or
3.3.2
.1
have completed, prior to 1 August 1998, acceptable survival and fire-fighting training and more than 6 months sea-service; and
.2
have obtained a Navigational Watch Rating Certificate (known as a Watch Rating Certificate) after meeting the requirements of STCW Code A-II/4, as described in paragraphs 4.1 to 4.5 below; or
.3
be the holder of an Efficient Deck Hand (EDH) certificate, (for which qualification and application details appear in paragraph 3.5 below and Annex 1 ), in which case the seafarer must obtain a Watch Rating Certificate within one month of joining the vessel; or
.4
be the holder of a VQ2 in Marine Vessel Operation, in which case the seafarer must obtain a Watch Rating Certificate within one month of joining the vessel.
Deck Rating Grade 1. To qualify for this grading, a seafarer must hold an AB certificate; or .1
4
have completed 36 months sea service in total, of which at least 12 months must have been served in the deck compartment; and
SI 1997/1320 as amended by SI 1997/1911 4
.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.
5
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 2.4.1–4 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 MCA’s 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
6
.3
successfully completed all 4 elements of the basic training specified in paragraph 2.4.1–4 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.
7
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 IMO’s 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.
8
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 360o 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
2.4
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.
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, fisherman’s bend, monkey’s 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. 9
.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 bosun’s 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 seaman’s 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 signs and colours for dangerous goods, pipe lines, fire extinguishers and gas cylinders
Ch.5
.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
10
ANNEX 2 SPECIMEN EFFICIENT DECK HAND CERTIFICATE (To be produced and registered locally by the issuing Training Provider.)
No. [Training Inst. to allocate] Address and Contact Details
Name of Issuing Training Provider
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 Provider’s Authorised Representative [
Training Provider Stamp and Date
]
Signature of Seaman [
]
Inquiries concerning the validity of this certificate should be addressed to the Training Provider at the address on the certificate.
11
ANNEX 3
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 Company’s Authorised Representative [
Company Stamp and Date
]
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:
[email protected]
12
ANNEX 4 MCA MARINE OFFICES ISSUING AB CERTIFICATES 1.
Aberdeen Marine Office Blaikies Quay Aberdeen AB11 5EZ
Tel: 01224 574 122 Fax: 01224 571 920
2.
Beverley Marine Office Crosskill House Mill Lane Beverley North Humberside HU19 9JB
Tel: 01482 866 606 Fax: 01482 869 989
3.
Cardiff Marine Office 2nd Floor Oxford House Hills Street Cardiff CF1 2TD
Tel: 02920 229 556 Fax: 02920 229 017
4.
Glasgow Marine Office 6000 Academy Park Gower Street GIasgow G51 1TR
Tel: 0141 427 9400 Fax: 0141 427 9401
5.
Liverpool Marine Office Graeme House 2nd Floor Derby Square Liverpool L2 7SQ
Tel: 0151 471 1142 Fax: 0151 471 1143
6.
London Marine Office Central Court 1B Knoll Rise Orpington Kent BR6 OJA
Tel: 01689 890 400 Fax: 01689 890 446
7.
Newcastle Marine Office Government Buildings Broadway West Gosforth Newcastle upon Tyne NE3 2JL
Tel: 0191 285 7171 Fax: 0191 284 7464
8.
Southampton Marine Office Spring Place 105 Commercial Road Southampton SO15 1EG
Tel: 02380 329 329 Fax: 02380 329 351
13
MERCHANT SHIPPING NOTICE
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). -1-
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 Maritime and Coastguard Agency Bay 2/09 Spring Place 105 Commercial Road Southampton SO15 1EG Tel : Fax : e-mail:
+44 (0) 23 8032 9247/9 +44 (0) 23 8032 9251
[email protected]
General Inquiries:
24 Hour Infoline
[email protected] 0870 600 6505
MCA Website Address: www.mcga.gov.uk File Ref:
MC 011/003/0027
Published:
July 2007
© Crown Copyright 2007
Safer Lives, Safer Ships, Cleaner Seas Printed on material containing minimum 75% post-consumer waste paper
-2-
ANNEX A
COUNTRIES WHOSE SEAFARER MEDICAL CERTIFICATES ARE ACCEPTED AS EQUIVALENT TO THE UK MEDICAL CERTIFICATE The following are countries whose national seafarer medical certificates are accepted as equivalent to the UK’s ENG 1 medical certificate. It does not authorise doctors from these countries to issue ENG 1 certificates.
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: MCA’s Seafarer Health and Safety Branch Tel: 023 80 329 249 / Fax: 023 80 329 251 / Email:
[email protected]
-3-
MARINE GUIDANCE NOTE
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
MGN will, however, still not be eligible for the issue of a UK Discharge Book.
1. The Merchant Shipping (Seamen’s 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.
(B) ISSUE OF DISCHARGE BOOKS TO UK SEAFARERS PREVIOUSLY INELIGIBLE TO APPLY FOR ONE
(i)
persons employed in ships, other than “light ships”, belonging to a general lighthouse authority;
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 (Seamen’s 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.
(ii)
persons employed in ships of less than 80 registered tons engaged solely on coastal voyages;
4. Following a review of the restrictions on the issue of discharge books, applications can now be accepted from:-
(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;
3. Seafarers holding discharge books issued by one of the Governments listed in the annex to this
(v) 1
persons employed in fishing vessels.
(a) SEAFARERS ON UK REGISTERED 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;
(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 employer’s representative and be stamped with the company or ship’s stamp; or
(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)
(b) UK SEAFARERS ON NON-UK REGISTERED VESSELS
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;
(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 employer’s representative and be stamped with the company or ship’s stamp, and;
(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
(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 seafarer’s birth or any other document issued by a British Government representative or the Home Office which proves the seafarer’s right of abode in the UK.
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:-
MSPP3C Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel 02380 329246 Fax 02380 329165 January 2000 An executive agency of the Department of the Environment, Transport and the Regions
© Crown copyright 2000 2
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
3
MARINE GUIDANCE NOTE
MGN 148 (M) 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.
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.
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;
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 (Seamen’s 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
1
Agency, Spring Place, 105 Commercial Road, Southampton, SO15 1EG. Tel 02380 329246 or Fax 02380 329165.
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.
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 MCA’s 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
4. ILO Convention No. 22 (Seamen’s Articles of Agreement) permits national authorities to approve crew agreements that will run without time limit in the same way as shorebased 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.
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:-
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
•
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.
2
geographical limits and/or the duration of the employment;
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.
• 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;
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.
• 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, notwithstanding the provisions governing the giving of notice, the agreement may be terminated by either of the parties.
Specimens of the Lists of Crew [ALC 1(a) & ALC 1(b)] in A4 format are at Annex 3. Rates of pay
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.
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.
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. Subject 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.
Contractual provisions
Opening a Crew Agreement
8. The MCA will expect a crew agreement to contain contractual provisions governing the following matters:
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
• the persons between whom the agreement is made; • the description of the voyage or voyages to which the agreement relates and their
3
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
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:
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:
• the intervals at which wages are to be paid; • the method entitlement;
of
calculating
leave
• 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);
• 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;
• the notice required from each party to terminate a seafarer’s 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:
• 12 months for any other running agreement; • 24 months or first call at a port for a voyage agreement
(a) by mutual consent;
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.
(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;
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).
(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
4
Limitation on Voyage Clauses
Crew Not Required to Sign Off on Leaving the Vessel
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.
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 rejoin 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 seafarer’s discharge book must also be completed in the same manner.
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.
The joining and leaving of all members of the crew must be recorded in the ship’s Official Log Book using their reference numbers in the list of crew.
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.
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 Agency’s 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
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.
Tel 02380 329 246 Fax 02380 329 165 MC 23/1/0246 May 2000
An executive agency of the Department of the Environment, Transport and the Regions
5
Annex 1
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 (*Delete whichever is inappropriate)
Kilowatts
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:_______________
6
An executive agency of
Annex 2 ALC(BSF)1(d)
CONTRACTUAL CLAUSES
(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.
THIS AGREEMENT is made between .....................................* ...........................................................................‘the employer’*
(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:
and each of the seamen whose name is included in the list of crew incorporated in this Agreement.
(i) pay, hours of work leave and subsistence; and
It is agreed that
(ii) the section of the Officers Hours Agreement indicated against an Officer’s name in the list of crew incorporated in this Agreement; and
(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:
(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)
(insert appropriate voyage and notice clauses (ii) and (iii)
(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;
(These clauses will be produced by the Maritime and Coastguard Agency or may be produced by the shipowner)
(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:
* In here insert name and address of employer
(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;
7
(i) to keep his quarters clean and tidy and in readiness for inspection by the master or officer deputed by him; and
(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 duties; but re-rating shall not effect his remuneration under this Agreement;
(j) at the time when a seaman finally leaves the ship at the termination of his employment under this 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
(ix) in relation to an individual seaman this Agreement may be terminated: (a) by mutual consent; (b) if medical evidence indicates that a seaman is incapable of continuing to perform his duties by reason of illness or injury;
(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;
(c) by appropriate notice in accordance with the terms of this Agreement; (d) if, in the opinion of the master, the continued employment of the seaman would be likely 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;
(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;
(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 subsequently during the period of his 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) 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;
(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;
(d) where there is a dispute relating to the amount payable to a seaman employed under this Agreement, the master will, if the seaman desires, agree to the dispute being referred to a superintendent or proper officer for decision under section 33 of the Merchant Shipping Act 1995
(e) to return in good condition (fair wear and tear excepted) before the termination of his engagement all articles provided for his personal use during the voyage by the employer;
ADD ANY ADDITIONAL CLAUSES BELOW
(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;
(Important:- All such clauses must have been approved by the Maritime and Coastguard Agency)
(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 week’s pay at the begin at or base rate as specified against the seaman’s name in the Crew Agreement;
Signature of employer, master or any other person authorised by the employer Date ........................................................................................... Place .........................................................................................
8
ALC(NFD) I(d)
NON-FEDERATED SHIPS
(d) if a seaman is absent without leave at a time for sailing;
CONTRACTUAL CLAUSES
(e) if in the opinion of the master the continued employment of the seaman would be likely to endanger the vessel or any person on board
THIS AGREEMENT is made between (here insert name and address of the employer) ...................................................................................................
(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;
................................................................................................... ..............................................(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 against his name in the list 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)
(vi) insert any further provisions about pay and any provision about hours of work, leave and subsistence.
............................................................................................ and is not to extend beyond the expiration of six months from the date of the first signature to this Agreement or the time at which the ship first arrives at the port of final destination (country to be stated, e.g. United Kingdom) ............................................................................................ after that period or the discharge of cargo consequent on that return; (iii) after either (a) one voyage has been completed by a seaman under this Agreement or
(These clauses will be produced by the Maritime and Coastguard Agency or may be produced by the shipowner)
(b) seven days have elapsed since 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 seaman’s 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.
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
(iv) In relation to an individual seaman this Agreement may be terminated:(a) by mutual consent; (b) if medical evidence indicates that a seaman is incapable of continuing to perform his duties by reason of illness or injury;
Signature of employer, master or any other person authorised by the employer. ...................................................................................................
(c) by appropriate notice in accordance with the provisions of this Agreement;
Date ........................................................................................... Place ..........................................................................................
9
(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 (ii)
(b) any member of the crew who has served under this Agreement for a minimum period of 12 calendar months may (subject to the proviso hereinafter mentioned) at any time after the expiry of that period give not less than 28 days’ notice to the Master in writing or verbally before a witness. to terminate his engagement at the expiry of that notice, or, if the ship is then at sea at the next port of call thereafter unless the ship is then bound for a port in the United Kingdom or Near Coastal Area). Provided that, if at any time, any member of the crew is offered the opportunity, on not less than seven days’ notice, of repatriation (by sea, air or other reasonable means at the sole discretion of the Master) and refuses that offer, he shall be required to serve for a further minimum period of seven calendar months from the date of that refusal (if the voyage shall last so long) before being able to give 28 days’ notice as aforesaid.
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 ship is due to arrive at any port in .........................................(state country) to terminate his engagement after the expiry of the notice at a port within this country which shall be nominated by the Master. Provided that any such notice shall not take effect (a] if the ship is due to proceed to a port in the United Kingdom without leaving the Near Coastal Area or (b) if the ship is due to reach a port in the United Kingdom within seven days of leaving the Near Coastal Area.
A member of the crew shall not be entitled to terminate his engagement under this Agreement at a port which is only a bunkering port or a port of refuge. The Master may give the like notice to terminate the engagement of any member of the crew who has served under this Agreement for the minimum period aforesaid.
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 ship has arrived at the first port of call in ……………………..(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 Agreement for a minimum period of three calendar months may give the like notice as aforesaid. The Master may give the like notice to terminate the engagement of any member of the crew who has 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
10
RUNNING AGREEMENT (UNLIMITED)
ALC l(d)(ii)
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 final 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 first occurs) by any member of the crew his engagement may be terminated in .............................. (state country) by not less than ................hours/days # notice (such period of notice not to include Saturdays, Sundays or public holidays) given in writing or verbally before a witness by either party before the ship is due to arrive at sail from a port in ...................................................(country to be stated) Provided that if after arrival at a port in the country of final destination the ship is due to proceed to another port or ports in that country then notwithstanding any such notice as aforesaid the engagement shall automatically continue either until the ship’s 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).
(These clauses will be produced by the Maritime and Coastguard Agency for insertion as required or may be produced by the shipowner)
* 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 Agreement for a minimum period of three calendar months may give notice to the Master in writing or verbally before a witness not later than seven days before the ship is due to arrive 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 ship’s 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. The Master may give the like notice to terminate the engagement of any member of the crew who has served under this agreement for the minimum period aforesaid.
11
RUNNING AGREEMENT (NEAR COASTAL AREA)*
ALC l(d)(iii)
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 ship is due to arrive at/sail from a port in ..................................................................(state country)
* As defined in the MS (Training and Certification) Regulations 1997
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)
12
ALC l(d) (vi)
(c) Provided that the terms of the Agreement dated............................................ and made between......................................................................................... (employer) and ................................................................................................................. (seafarer’s organisation)
(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)
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 seaman’s employment. ....................................................................................................................... ....................................................................................................................... (identify by reference nos. in list of crew) (d) Provided that the terms of the Agreement dated............................................ and made between......................................................................................... (employer) and ................................................................................................................. (seafarer’s 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 seaman’s employment. ....................................................................................................................... ....................................................................................................................... (identify by reference nos. in list of crew)
13
14 (b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
address if different from above
(b) Name and Relationship of next of kin and
(a) Address of Seaman
Capacity in which employed
No. of Certificate of Competency
If discharged the reason for discharge
Rate of Wages Date and Place of leaving the Ship
Date of commencement of employment on board
(c)
(b)
(a)
(c)
(b)
(a)
(c)
(b)
(a)
(c)
(b)
(a)
(b) Signature of Seaman on discharge or if not discharged, the reason for being left behind, if known. (c) Signature of person before whom the Seaman is discharged.
(a) Signature of Seaman on engagement
●
Please state if none held
E.g. Restrictions, Dangerous Cargo Endorsements.
Describe in Full Certificate of Competency and or Service Held Including All Endorsements
Certificates of Competency and or Service Held by Seamen Listed Above ●
Name of Ship in which last employed*
Discharge Book No. (if any), or date and Place of Birth
Name of Seaman (Block Letters)
* If more than 12 months before commencing this employment, also give year of discharge
Ref No. (As above)
Reference No.
List of Crew and Signatures of Seamen Who Are Parties to the Crew Agreement
ALC1(a) (2/98)
Annex 3
15
Name of Ship in which last employed*
Discharge Book No. (if any), or Date and Place of Birth
Name of Seaman (Block Letters)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
address if different from above
(b) Name and Relationship of next of kin and
(a) Address of Seaman
* If more than 12 months before commencing this employment, also give year of discharge
E
E
E
E
E
E
E
Number of Certificate of Exemption
Reference No.
Date of commencement of employment on board Date and Place of leaving the Ship
Capacity in which employed Grade and No. of Certificate of Competency
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b) Signature of person before whom the Seaman is Discharged
(a) Signature of Seaman on Discharge or if not Discharged, the reason for being left behind, if known
(
List of Crew Relating to Seamen Exempted Under Section 25(5) of the Merchant Shipping Act, 1995 from the Requirement to Sign a Crew Agreement
ALC1(b) (2/98)
the young persons have been informed of the findings of that assessment, and appropriate measures taken for their protection.
•
is performed under the supervision of a competent person.
•
16
a rest period of 2 days in every week;
where daily working time is more than four and a half hours, a rest period of 30 minutes;
•
•
under another relevant agreement; or
on a fishing vessel;’
•
•
The agreement with the crew must contain a list of all members of the crew under 18 years of age with the dates of birth and dates on which they became employed in the ship.
Young persons shall not be employed in any capacity unelss the Master is in possession of a Medical Certificate issued by a duly qualified medical practitioner certifying that person is fit to be employed in that capacity. In cases of urgency a proper officer may authorise a young person to be employed without a certificate up to but not beyond the first port of call where there is a duly qualified medical practitioner.
Young persons shall be entitled to a free assessment of their health and capacities before starting work in a ship, and to free monitoring of their health, where the risk assessment identifies a significant risk to their health or where they are regularly required to work at night, for as long as they are exposed to that risk.
in which case they shall be allowed compensatory rest time and measures shall be taken to ensure that there is no risk to their health and safety.
under a schedule of duties complying with regulation 9 of the Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997, or
•
except where the young person is working –
a rest period of 12 hours in every 24 hour period;
•
Young persons shall be provided with
indispensable for their vocational training; and
•
Young persons shall not be employed in work which is objectively beyond their physical or psychological capacity or otherwise involves exposure to the risks identified in the Schedule to the Regulations, unless that work is–
an assessment has been carried out of the risks to their health and safety as a result of their inexperience, absence of awareness of risks, or lack of maturity.
•
Young persons under the age of 18 may not begin work, unless –
Where young persons under the age of 18 are employed in a ship, appropriate measures shall be taken to protect them from the risks to their health and safety which are a consequence of their lack of experience, absence of awareness of existing or potential risks, or lack of maturity.
No person under school leaving age may be employed in any ship.
(This Summary is required to be included in every crew ageeement by regulation 9(2))
SUMMARY OF THE PROVISIONS OF SECTION 55 OF THE MERCHANT SHIPPING ACT 1995 AND THE MERCHANT SHIPPING AND FISHING VESSELS (HEALTH AND SAFETY AT WORK) (EMPLOYMENT OF YOUNG PERSONS) REGULATIONS 1998
Page 1
ALC 1(c) Rev 10/98
Annex 4
17
Reference No. in list of crew
Date of Birth
Place of Birth
ENTRIES BY SUPERINTENDENTS AND PROPER OFFICERS
Surname and other names in full
LIST OF YOUNG PERSONS Capacity
ALC 1(c) Rev 10/98 Page 2
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 commencement of agreement.
date
place
Attach here the contractual clauses (ALC 1 (d), ALC(FSG) 1(d) or ALC(NFD) 1(d))
18
Annex 6 The address to which crew agreements may be sent, as indicated in paragraph 14 is as follows:The Registry of Shipping and Seamen Anchor House Cheviot Close Parc Ty Glas Llanishen Cardiff CF14 5JA Tel 02920 768200 Fax 02920 747877
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MARINE GUIDANCE NOTE
MGN 71 (M) Musters, drills, on-board training and instructions, and Decision Support Systems Notice to Owners, Masters, Officers and Ratings
This Note Replaces Marine Guidance Note MGN 17 (M) and should be read in association with MGN 5 and MGN 6.
Summary This note and annex provides guidance to the relevant requirements in the Regulations listed in paragraph 1 in respect of: 1. muster lists, the holding of musters and drills and the provision of on-board training and instruction in the use of fire and life-saving appliances, and the provision of a Decision Support System to Masters of certain passenger ships; 2. the provision of training manuals, and for the manning of survival craft and handling of launching arrangements; and 3.
the closing of openings in the hull and in watertight bulkheads. 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
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;
(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 ship’s fire appliances, ship’s life-saving
(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))
1
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 Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton S015 1EG Tel: 01703 329184 Fax: 01703 329204 October 1999 MS 050/005/0005 An executive agency of the Department of the Environment, Transport and the Regions
© Crown Copyright 1999
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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).
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
2.2 In ships with significant numbers of nonEnglish speaking crew members, the muster list should include translations into the appropriate language or languages. 2.3 The muster list must contain details of the general emergency alarm and other emergency signals and the action to be taken by the crew and passengers in respect of the former, and by the crew in respect of the latter. Where appropriate, communication equipment, channels and reporting chain to be used during an abandonment or other emergency should be specified. The means by which the order to abandon ship is to be given must also be included. 2.4 The muster list must show the duties to be carried out by each member of the ship’s complement in an emergency. Such duties include the preparation, swinging out or deploying of survival craft and other life-saving appliances, the closing of watertight and fire doors, and all other openings such as skylights, portholes and side scuttles and any openings in the hull. Duties in connection with fire-fighting, the use of communication equipment and the equipping of survival craft must also be shown. 2.5 Where passengers are carried duties include warning and assembling passengers, controlling their movement, seeing that they are suitably clad and wearing their lifejackets correctly or, where appropriate, distributing and assisting with the donning of lifejackets, and, where carried, taking a supply of blankets to the survival craft.
Application
1.1 Except where otherwise specified the contents of this Annex are addressed to ships of Classes I, II, II(A), III, VII, VII(A), VII(T), VIII, VIII(T), VIII(A), VIII(A)(T) and IX and to ships of Class XI engaged on international voyages. 2
2.6 In assigning crew members to assist passengers in emergency situations on ships of Classes I, II, II(A) and III masters should ensure that all such personnel have received instruction in crowd management.
Muster Lists 2.7 As far as practicable each individual should only be allocated one duty, or series of duties related to one emergency party. On passenger ships key persons who would be last to abandon ship should not be allocated to those survival craft which are expected to be the first to be launched.
2.1 The requirements relating to muster lists apply to ships engaged on international voyages and to passenger ships of Classes II(A) and III. The Master is responsible for compiling the muster list, keeping it up to date and ensuring that copies are exhibited in conspicuous places
3
2.8 When the muster list is compiled consideration should be given to the eventuality of key persons being unable to carry out their emergency duties through injury or for some other reason, and provision made for substitutes. This provision must be shown on the muster list and may be a detailed list or in the form of a general statement such as “Should key persons become disabled, those next in line, as appropriate, should take their place”. When allocating substitutes care should be exercised to ensure that emergency parties are not left without a leader or seriously undermanned.
2.14 In passenger ships, the location of the passenger assembly or muster station (as appropriate) must be indicated in the muster list. As far as practicable, public rooms will be allocated as assembly or muster station (as appropriate) in order that passengers are protected from the elements prior to their departure for the survival craft if the ship has to be abandoned.
2.9 The survival craft or launching station to which each crew member is assigned should be shown on the muster list.
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2.15 The master shall ensure the equitable distribution of persons referred to in paragraph 2.6, 2.10 and 2.11 among the ship’s survival craft. Emergency Instructions
3.1 In ships engaged on international voyages and in passenger ships of Classes II(A) and III, each crew member must be provided with clear instructions to be followed in the event of an emergency, eg in the form of a card showing the assembly or muster station (as appropriate) station, emergency duty and the lifeboat or liferaft to which he is allocated. In ships with significant numbers of non-English speaking crew members emergency instructions should be provided in the appropriate language or languages. The card or other means should describe the general emergency alarm signal and any other signals to be used in an emergency and the action, if any, to be taken on hearing such signals. The means by which the order to abandon ship is to be given should also be included.
2.10 In assigning crew members to man survival craft and handle launching appliances on ships engaged on international voyages and on passenger ships of Classes II(A) and III, the Master should take account of Merchant Shipping Notice MSN 1682 (M). 2.11 A deck officer or certificated person must be placed in charge of each survival craft to be used and a deck officer or certificated person must be assigned as second-in-command of a lifeboat. In ships of Classes II, II(A) and III a person practiced in the handling and operation of liferafts may be placed in charge of a liferaft in lieu of a deck officer or certificated person. The person in charge of the survival craft shall have a list of the survival craft crew and shall see that the crew under his command are acquainted with their duties. In lifeboats the second-in-command shall also have a list of the lifeboat crew.
3.2 Emergency instructions, illustrated where possible, must be displayed in each passenger cabin, in passenger assembly or muster station (as appropriate) stations and in other passenger spaces. Such instructions, in English and in any other language appropriate to the principal nationalities carried on the route on which the ship is operating, are to inform passengers of their assembly or muster station (as appropriate) stations, essential actions they should take on hearing the general emergency alarm signal and any other signal requiring action on their part, and the method of donning lifejackets. The location of lifejackets should be included in these instructions. Safety information to be provided to passengers is detailed in Merchant Shipping Notices M.1386 (to be replaced by MGN 73) and M.1409 (to be replaced by MGN 74).
2.12 A motor lifeboat must have a person assigned to it who is capable of operating the engine and carrying out minor adjustments. This person may be the coxswain if it is possible to operate the engine and steer the lifeboat from one position. A lifeboat with a radio installation and each survival craft in which are placed emergency position-indicating radio beacons (EPIRBs), radar transponders (SARTs), or two-way radiotelephone sets is required to have a person assigned to it who is capable of operating such equipment. 2.13 The muster list must show the name or rank of the officers whose duty is to ensure that the life-saving and fire-fighting appliances are maintained in such condition as to be always ready for use.
4
Emergency Signals
4.1 The general emergency alarm signal is the signal for summoning the crew and
4
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 ship’s whistle or siren and on a bell, klaxon or similar warning system on ships required to be provided with such systems.
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.
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 Master’s discretion.
5.2 Each crew member must participate in at least one abandon ship drill and one fire drill every month. These drills must be held within 24 hours of leaving port if more than 25% of the crew have not taken part in drills on board the ship in the previous month. If circumstances are such that it is not practical to hold full drills within the 24 hours then musters should be held within this period and instructions given to crew members on their emergency duties and on abandon ship procedures, but in the case of Ro-Ro passenger ferries these instructions should be given before any passenger carrying voyage is commenced. Full drills should be held as soon as circumstances permit. In addition, in ships of Classes I, II, II(A) and III, an abandon ship drill and a fire drill must be held weekly and as many of the crew as practicable should take part in these drills which should be so arranged that each crew member participates in at least one abandon ship drill and one fire drill every month.
4.4 On a cargo ship a signal may be allocated to summon the crew to survival craft embarkation stations only, for the purpose of a drill or mustering the crew at the survival craft embarkation stations during an emergency. 4.5 The means by which the order to abandon ship is given is at the Master’s discretion and may be by a signal or by word of mouth, but arrangements should be such that everyone on board including those in emergency parties in remote locations will receive it. 4.6 All signals must be described in the muster list, in the crew emergency instructions and, as appropriate, in the emergency instructions for passengers. 4.7 The relevant signals referred to in this section should be used when musters and drills are to be conducted. All persons on board should be notified beforehand that a practice muster or drill is about to be held. 5
5.3 On any ship carrying passengers where the passengers are scheduled to be on board for more than 24 hours, a muster of the passengers must take place within 24 hours of their embarkation. Passengers must be given instruction in how to don their lifejackets and the action to take on hearing the general emergency alarm signal. If only a small number of passengers embark after the muster has been held, it will be sufficient, instead of holding another, to draw the attention of these passengers to the emergency instructions referred to in paragraph 3.2. Similarly, on ships of Classes other than the above
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
5
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.
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 ship’s public address system or by direct oral announcement.
5.7 On passenger ships as many key persons as possible should carry two-way portable radios during musters and drills and such radios and any fixed two-way communication systems should be used for communications between the bridge, emergency control stations, assembly or muster station (as appropriate) and embarkation stations, especially internal Marine Evacuation System (MES) embarkation stations. Where key persons do not have a two-way portable radio on permanent issue there should be arrangements whereby radios can be readily obtained at the outset of a drill or actual emergency. Where portable loud hailers are carried these should be used where appropriate for communicating or for simulating communicating with passengers at assembly or muster station (as appropriate) and embarkation stations. The arrangements for communication should be as recorded in muster lists and, where applicable, training manuals.
5.4 It should be drawn to the attention of the passengers that the general emergency alarm signal is for the purpose of summoning them to their assembly or muster station (as appropriate) stations and is not a signal to abandon ship. The means by which the order to abandon ship will be given should be explained. The importance of being properly clad, of proceeding to their assembly or muster station (as appropriate) station in an orderly fashion, and of following instructions at all times should be emphasised. Where appropriate they should be advised to which type of survival craft they have been allocated, and how they will be embarked. They should be advised that only as a last resort will it be necessary to jump into the water. They should be informed of the dangers of jumping overboard, particularly from heights in excess of 6 metres and advised that if it should be necessary to jump into the water, the lifejacket must be held down with one hand and the nose protected with the other hand.
6
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 ship’s side ladders provision should be made for allocating only able bodied passengers to these liferafts. It should also be determined that crew members know how the order to abandon ship will be announced, that they are suitably dressed and that their lifejackets have been donned correctly.
5.5 Lifejackets should be worn by passengers and crew when attending musters and drills. Crew members taking part in fire and other emergency drills may remove their lifejackets if these would be a hindrance in the execution of their duties. Where lifejackets are removed, a member of the emergency party concerned should be appointed to be responsible for these lifejackets and to ensure that they will be available for return to the members of an emergency party on completion of their relevant tasks. Where inherently buoyant lifejackets unduly hinder crew members in the execution of their duties, consideration should be given to the provision of inflatable lifejackets, although such lifejackets are not always suitable for use by members of fire hose parties due to the possibility of inadvertent activation of the automatic inflation system. Lifejackets should always be worn by members of survival craft preparation parties and at survival craft musters and drills. 5.6 On passenger ships consideration should be given to the identification of crew members, particularly those whose duties are concerned
6
7
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.
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.
7.6 Fixed installations for extinguishing fire, such as Halon, CO2, foam, or water spray in the machinery spaces, CO 2 , inert gas, steam or drencher systems in the cargo spaces, and sprinkler systems in passenger accommodation together with fire alarm and detection systems should be tested with as much realism as practicable. The fire party should also be exercised in the use of the breathing apparatus and protective clothing and such emergency appliances as axes and safety lamps, which should be brought out, checked and deployed by appointed members of the party at all fire drills. Where the number of sets of breathing apparatus permits, it is recommended that persons using them should practice in pairs.
7.3 For the purpose of a fire drill an outbreak of fire should be assumed to have occurred in some part of the ship and fire control measures simulated as appropriate. The complete cooperation of the personnel of all departments is essential in fire fighting. The type and position of the supposed fire should be varied from time to time and can include: (1) Cargo fires in holds or other spaces; (2) Fires involving oil, gas or chemical cargoes as appropriate;
7.7 It is important that members of the crew who are not allocated to fire parties are familiar with the use of and can identify the types of fire extinguisher they will encounter in the accommodation and in their work areas. Such crew members should be instructed in the use of the type of extinguisher appropriate to the kind of fire, eg those discharging water, foam, dry powder, CO2, etc.
(3) Fires in engine, pump or boiler rooms; (4) Fires in crew or passenger accommodation; and (5) Fires in galleys due to burning oil or cooking fats. 7.4 The engine room staff should ensure that the fire pumps in the machinery spaces are prepared for operation, started, and that full water pressure is on the fire mains. Where there is an emergency fire pump situated outside the machinery space, this pump should be started up as indicated below. The fire party or parties at the scene of the assumed fire should lay out hoses and where practicable water should be played through them, the water being supplied first from the machinery space pump and then from the emergency pump only, with the machinery space isolating valve closed. A number of portable fire extinguishers should be available and members of the fire party should be instructed in the use of the type of fire extinguisher for a particular type of fire.
7.8 At each fire drill at least one extinguisher should be discharged by a different crew member in order that both crew members in fire parties and other crew members gain experience in using fire extinguishers. Crew members should also be familiar with the location and means of activating the fire alarms in the accommodation and in their working areas. It is also important that all crew members and particularly those whose place of work is in a machinery space are familiar with the escape routes from any part of the ship they are likely to be in when on or off duty. Such familiarity should enable escape to be made in darkness or through smoke and should include familiarity with the location and the means of opening any emergency escape windows or hatches.
7.5 The crew should be exercised as appropriate in the closing of openings, ie side scuttles, deadlights, doors, ventilating shafts, fire doors, the annular space around the funnel, etc both to reduce the supply of air to a fire and
7.9 All fire protection systems and appliances should at all times be in good order and available for immediate use during the voyage and in port. Compressed air bottles of breathing apparatus
7
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’.
(6) sprinkler system pressure tank water levels are correct as indicated by glass gauges;
7.10 Participation in fire drills may not necessarily imply direct involvement with fighting a fire and may include back-up to fire parties, being a member of the first aid party or controlling passengers at their assembly or muster station (as appropriate) stations while the fire fighting part of the drill is being undertaken. On the other hand, on cargo ships with small crews it will usually be necessary for every member of the crew to be familiar with all aspects of fire-fighting and the use of all the fire-fighting equipment provided on board the ship.
(8)
(7) all sprinkler system pumps operate automatically on pressure loss in the systems; all fire pumps are operational; and
(9) all fixed gas fire extinguishing installations are free from leakage. 7.12.2 Quarterly testing and inspection should be carried out to ensure that: (1) all fire extinguishers are at correct pressure and are not due for servicing; (2) all automatic alarms for sprinkler systems activate using the section test valves;
7.11 Instruction should cover fire prevention, particularly in galleys, machinery spaces, cargo compartments, pumprooms and accommodation spaces. On-board instruction in fire-fighting is supplementary to training available at firefighting courses ashore and is primarily concerned with the particular equipment available on board and the nature of on-board fire hazards.
(3) the international shore connection is serviceable; (4) fire fighting equipment lockers contain their full inventory and the equipment they contain is in serviceable condition; and
7.12 To ensure the ready availability of fire protection systems and appliances periodic checks should be performed. The following checklist may be used as guidance for this purpose.
(5) all fire doors, fire dampers and closing devices can be operated locally. 7.12.3 Annual testing and inspection should be carried out to ensure that:
7.12.1 Monthly testing and inspection should be carried out to ensure that:
(1) all fire doors, and ventilation dampers where appropriate, operate remotely;
(1) all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place and in serviceable condition;
(2) where practicable all aqueous foam and water spray fixed fire fighting installations operate correctly;
(2) all escape routes including stairways and corridors are free of obstructions and properly maintained;
(3) all accessible components of fixed fire fighting systems, typically nozzles, are free from damage or obstruction on visual inspection;
(3) public address system and ship’s alarms are serviceable;
(4) all fire pumps, including sprinkler system pumps, develop correct pressures and flow rates;
(4) all fixed fire fighting installation valves are set in the correct operational position;
(5) (5) dry pipe sprinkler systems are pressurised, where appropriate, and gauges indicate correctly;
all hydrants operate;
(6) all antifreeze solutions are correctly maintained and cross connection between 8
fire main and sprinkler system operates correctly; and
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).
(7) fixed fire detection systems operate correctly, according to manufacturers test instructions. 7.13 Fire or other emergency drills should be followed by the second stage of the abandon ship drill ie the muster and drill at the survival craft stations. This stage of the abandon ship drill should be announced by the abandon ship signal or by the particular means by which abandon ship is announced, or by a signal used for the purpose of summoning crew members to their survival craft stations. 8
9
Survival Craft Muster and Drill
9.1 Crew members other than those who cannot be relieved from their normal duties should muster, wearing lifejackets, at their lifeboat and liferaft stations. The person in charge of each survival craft must have a list of its crew and ensure that they are fully acquainted with their duties. The second-in-command of a lifeboat must also have a list of the lifeboat crew.
Drills in Closing of Doors, Side Scuttles and Other Openings
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.
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.
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.
8.2 In all seagoing ships, with certain exceptions, the Merchant Shipping (Musters Training and Decision Support Systems) Regulations 1999 require practice fire drills to include checking of the operation of watertight doors, in the drill area. 8.3 Masters should familiarise themselves with the Regulations referred to in paragraphs 8.1 and 8.2, particularly in regard to the instruction of crew members in the safe operation of watertight doors and to those watertight doors, side scuttles, deadlights and other devices required to be securely closed before the ship proceeds to sea and to be kept securely closed while the ship is at sea.
9.1.4 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.
Account should also be taken of the contents of Merchant Shipping Notice M.1326 (to be replaced 9
9.2 On passenger ships when the drill is held at sea, a number of lifeboats should, if weather and other circumstances permit and subject to overriding safety constraints, be cleared, swung out, and lowered to embarkation deck level in the case of lifeboats boarded at this position, and side ladders and embarkation arrangements prepared. On cargo ships at least one lifeboat should be lowered when weather and other circumstances permit.
10.3 The launching of lifeboats and rescue boats should normally take place when the ship is alongside or at anchor with little or no tide or current, but if contemplated in circumstances where there is actual or effective headway, such launching must be carried out in accordance with the guidelines in the Annex to Merchant Shipping Notice M. 1218. (to be replaced by MSN 1722 (M + F). 10.4 A free-fall lifeboat may be lowered to the water if launching is impracticable, provided that free-fall launching with the assigned operating crew and manoeuvering in the water is carried out at least once every six months. If it is impracticable to launch within a period of six months, the Owners may apply to the MCA for an extension to twelve months.
9.3 Each lifeboat and rescue boat engine must be tested by being run ahead and astern for a total period of not less than 3 minutes provided that the engine can be safely run for this period when out of the water and the ambient temperature is above the minimum required for starting the engine. Where lifeboats are fitted with mechanical hand-propelling gear, this gear should be examined and tested ahead and astern.
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11.1 As far as is reasonable and practicable rescue boats where carried, other than those which are also lifeboats, must be launched each month with their rescue boat crews and manoeuvered in the water. The interval between such drills must not exceed 3 months. Where climatic conditions permit, the crew of a rescue boat should wear their immersion suits during such in-water drills. Where possible such drills should include the recovery of an object simulating a person in the water. Emergency boats carried on passenger ships which do not carry rescue boats should be launched at similar intervals and should carry out similar drill procedures.
9.4 Liferaft davits must be swung out and winches operated. 9.5 Emergency lighting for mustering and abandonment must be tested at each such drill. 9.6 In cargo ships provided with lifeboats and throwover liferafts some drills should include preparation for abandonment involving use of liferafts in conjunction with lifeboats. This may include mustering at locations other than those used for embarkation into lifeboats 10
Rescue Boat and Emergency Boat Drills
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 handpropelling gear. Every opportunity should be taken to test the lifeboat disengaging gear where fitted.
11.2 In ships of Class I the crews of rescue and emergency boats should be mustered on the first day of the voyage as soon as possible after sailing. The crews should be fully instructed and drilled in their duties and thereafter should be mustered and similarly drilled at intervals of not more than 7 days. Crews should be specifically instructed in the procedure of sending boats away promptly in an emergency and in recovering boats in a seaway, and should be familiar with the signal for mustering at the rescue or emergency boat station.
10.2 If the berthing arrangements in port and the trading patterns of ships of Classes II, II(A),VIII or VIII(A) make the launching of lifeboats on one side impracticable then launching of lifeboats on that side at 3 monthly intervals need not be carried out. However all such lifeboats must be lowered at least once every 3 months and launched at least annually.
12
Davit-launched Liferaft On-Board Training
12.1 On-board training in the use of davitlaunched liferafts must take place at intervals of not more than 4 months on every ship fitted with such liferafts. Whenever practicable this training
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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 ship’s 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 ship’s life-saving equipment.
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.
12.2 In preparing an on-board training programme for davit-launched liferafts the procedures adopted should take full account of the structural arrangements in way of the launching positions. For example it may not be possible to recover an inflated liferaft from an overside position without subjecting it to the risk of damage. Where procedures described in paragraphs 12.3 and 12.5 cannot be safely followed, other arrangements should be made which will enable on-board training of an equivalent standard to be carried out.
12.6 Alternatively the procedure for ships engaged on regular voyages can be followed if this is more convenient. 13
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.
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 ship’s liferafts. These inflations should take place when in port and where practical the liferaft should be lowered unloaded onto the quay rather than into the water. Training in boarding and using the release hook can be carried out when the liferaft is suspended just clear of the quay. The liferaft should be landed on a tarpaulin or heavy Polythene sheet to prevent any damage to the bottom of the raft. If it is not practical to land the liferaft on the quay, the boarding and use of the release hook can be carried out with the liferaft suspended just clear of the embarkation deck following initial inflation in the overside position. In this case the liferaft need not be lowered over the side but a weight should be attached to the release hook and then lowered to exercise the winch and give crew members practice in the handling of the winch and fall.
13.2 Crew members whose emergency duties include the guidance of passengers, and the searching and closing down of passenger spaces should be trained and instructed in these duties. Such training and instruction should cover the matters referred to in 6.1 above, in MGN 5, and should include the use of procedures for reducing or avoiding panic and the giving of clear reassuring orders. The training should be given prior to being assigned such duties on Ro-Ro passenger ships and other passenger ships.
12.4 After this training the liferaft used should be sent for servicing. It is recommended that different liferafts be used at successive drills in order to avoid wear on a small number of liferafts.
13.3 Crew members allocated specific key tasks for the preparation, launching and handling of lifeboats, rescue boats, liferafts and marine evacuation systems should be trained in these specific tasks. Such training should also be given to a sufficient number of crew members to provide substitutes for the crew members allocated these key tasks in the muster list. The importance of
12.5 In cargo ships and in passenger ships on irregular voyages, eg Class I cruise ships, there should be an inflation of one of the ship’s liferafts at one of the four monthly on-board training
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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.
13.6 The training manual can be used by the officer or officers whose duty it is to give the relevant instructions and it can also be used as a source of reference and information for every member of the crew. A copy of the training manual should be accessible to every crew member and except in certain ships of less than 500 GRT, a copy must be provided in each messroom and recreation room, or in each cabin. 13.7 In ships with significant numbers of nonEnglish speaking crew members, copies of the full training manual or relevant sections should be provided in the appropriate language or languages. 13.8 The programme of instructions must be so arranged that every subject to be covered, including all parts of the ship’s life-saving systems can be treated within a two month period. In order to carry out this programme in cargo ships, the frequency of holding drills may have to be increased beyond that necessary to ensure that every crew member participates in an abandon ship and fire drill every month. Frequent short periods of instruction dealing with a limited number of items will be more effective than long sessions dealing with a considerable amount of subject matter and held say at monthly intervals.
13.4 Where on-board training cannot be given in the use of certain items of life-saving equipment because of practical considerations, on-board instructions in the use of such equipment is required to be given at the same intervals as the drills. Instructions are required to be given in survival procedures including the causes of and first aid treatment for hypothermia, and first aid measures likely to be practiced in a survival craft. Instructions include the operation and use of the ship’s 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.
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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.
13.5 The basic information on which these instructions will be based will be found in the ship’s life-saving appliances training manual which contains instructions and information on the life-saving appliances carried, personal protective equipment and its location, in addition to information and instructions on survival, hazards of exposure, methods of retrieval and emergency repair of life-saving appliances. Any part of the information to be included in the Training Manual may be provided in the form of audio-visual aids. Information provided in lifesaving appliances training manuals should be compatible with, and may reproduce, relevant shipboard safety emergency plans which are required to be provided in accordance with the International Safety Management Code (SOLAS 1974 Chapter IX; reference should also be made to MSC/Circ.760 “Guidelines for a Structure of an Integrated System of Contingency Planning for Shipboard Emergencies.”). (See paragraph 15.6)
14.2 At weekly intervals survival craft, rescue boats and launching appliances must be inspected to ensure that they are ready for immediate use. Rescue boat and lifeboat engines must be run at weekly intervals. The general emergency alarm system must also be tested every week. 14.3 All lifesaving appliances including lifeboat and rescue boat equipment is required to be inspected at monthly intervals. For this purpose the checklist provided in the instructions for onboard maintenance is used. This inspection should include the examination and testing of any fixed radio installations and searchlight equipment, and ensuring that the batteries can be charged from the dynamo when the engine is running.
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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 manufacturer’s instructions. The system should be flushed through with fresh water after testing with sea water. 15
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.
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: Fax: 16
01703 329297 01703 329298 Records
16.1 The date on which musters, drills and training sessions are held, the type of drill and training held, and the occasions on which lifeboats, rescue boats and davit-launched liferafts, as applicable, are lowered or launched must be entered in the official log book. 16.2 Where a full muster, drill or training session as required by the Merchant Shipping (Musters Training and Decision Support Systems) 13
MARINE GUIDANCE NOTE
MGN 61 (M+F) Guidelines for Food Hygiene on Merchant Ships and Fishing Vessels Notice to Shipowners, Builders, Masters, Skippers , Officers and Crew This Guidance Note supersedes Merchant Shipping Notice Nos. M1373 and M1375
Summary These Guidelines provide practical advice on the fundamental rules of food hygiene consistent with the catering and meat industry in general. Key Points:•
Bacterial contamination is the most serious risk to food safety.
• Food hygiene principles must be adhered to regardless of the age, size and type of vessel. • Food handlers should receive appropriate education and training in the principles and practice of food hygiene. hygiene is more than cleanliness; it is also dependent on the following principles:
INTRODUCTION 1.1 Details of the statutory framework and MSA responsibilities are contained in Annex 2 to this Guidance Note. 1.2 No attempt is made to comment on the quality of food other than to say that it should comply with the requirements of the Food Safety Act and respective regulations or other EU standards and the 1946 ILO Convention No 68. Owners should consider the special needs of mariners whose religion, special dietary requirements, or customary dietary practices necessitate the observance of certain rules or requirements with regard to some foods or with the way the food is prepared.
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personal hygiene,
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segregation of raw and cooked foods, and
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temperature control.
1.4 Ship operators should ensure that all food handlers receive appropriate education and training in the principles and practice of food hygiene and associated health and safety issues and that they maintain acceptable standards to secure the health and well-being of ships' crews by:
1.3 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, wellmaintained galleys however, food may be handled carelessly with insufficient regard to the risk of bacterial contamination. Good food
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protecting food from risk of contamination, including harmful bacteria, poisons and foreign bodies;
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preventing any bacteria present multiplying to an extent which would cause illness or early spoilage of the food;
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destroying any harmful bacteria in the food by thorough cooking.
2.7 The 10 main reasons for food poisoning are:
1.5 Food hygiene principles must be adhered to regardless of the age, size and type of vessel. Although it is not a requirement, documented systems with records provide written evidence of good practices. Many passenger ships and ships with large crews already use the philosophy of the International Safety Management Code to put the emphasis on quality management to provide a formal systems based approach. It would however be unreasonable to expect small vessels with six crew for example, to keep records to secure the required standard. BACTERIAL FOOD CONTAMINATION 2.1 Bacterial contamination is the most serious risk to food safety. Contaminated food looks, tastes and smells completely normal and causes the vast majority of food poisoning cases. Contamination usually occurs through ignorance and food handlers taking short cuts. 2.2 Food poisoning bacteria are found everywhere. Sources include people, insects, rodents, refuse and waste food, even dust. Bacteria prefer warm, moist environments and if food is incorrectly stored and insufficient care is taken during its preparation, harmful bacteria will multiply rapidly. Even if food is stored and cooked properly, it can still be cross-contaminated with bacteria from raw food if for instance the same utensils or surfaces are used to prepare both.
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 63°C.
9.
Infected food handlers.
10.
Improper use of leftovers.
PERSONAL HYGIENE 3.1 Most people carry some type of food poisoning organism at one time or another. Food handlers have a responsibility therefore to observe high standards of personal cleanliness to ensure that they do not contaminate food. 3.2 There must be sufficient wash-hand basins in galley with soap and hand drying facility, depending on the scale and nature of the food preparation. Very small galleys may be exempt so long as a wash-hand basin is situated adjacent to the galley. Disposable towels or a hot air dryer is better than a traditional towel. Food handlers should wash their hands regularly and always on entering the galley or before handling any food or equipment. They should also be washed after visiting the WC, and in between handling raw and cooked food.
2.3 “High risk” foods, those most commonly implicated in food poisoning cases, are cooked foods or products not requiring further processing such as cooked meat and poultry, meat products, gravy and stock, milk, cream, eggs, egg products. 2.4 Although raw meat often carries harmful bacteria and is a source of contamination, a rare steak is safe because bacteria are only present on the surface of meats. On the other hand, hamburgers and other products made from minced meat require thorough cooking as any harmful bacteria that were present on the surface have been distributed throughout the mass of the meat.
3.3 Toilets with wash-hand basins should be situated near to, but separate, from galley. Prominent signs about washing hands should be displayed.
2.5 No catering environment can operate without harmful bacteria being present at some time, but small numbers of most types of bacteria do not cause illness. The storage, preparation and serving of food should therefore only be carried out where the conditions are such that bacteria are denied favourable conditions for growth and the food is not exposed to the contamination risk.
3.4 Food handlers should avoid so far as possible direct contact between hands and food using tongs for example. Protective gloves may be worn but they can give a false sense of security.
2.6 Food should be covered wherever possible to prevent cross-contamination and absorption of odour.
3.6 Food handlers should be clean and tidy and wear appropriate protective clothing (to protect the individual and the food).
3.5 Cuts, spots, sores etc should be completely covered by coloured (blue or green) waterproof dressings.
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6.3 A general rule when handling food during and after preparation would be a single period of up to 2 hours at ambient temperatures. In very high ambient temperatures the handling period should be reduced to about 1 1/2 hours.
FITNESS TO WORK 4. Food handlers with food poisoning symptoms, eg diarrhoea and vomiting or suspected of carrying food poisoning organisms because of close contact with a confirmed case should be excluded from any job which might expose food to risk of contamination. Such cases and several other conditions including hepatitis “A” and diphtheria require infected persons to be similarly excluded for varying lengths of time according to medical advice. Secondary infections associated with boils and septic cuts, respiratory infections from heavy colds may also require the suspension of food handlers until successfully treated.
6.4 To cook meat safely, a centre temperature of 74°C is usually required or until the juices run clear. Where possible a probe thermometer should be used to check the temperature. Under no circumstances should meat products or rice be reheated more than once. If reheating is absolutely necessary the food should be covered and cooled rapidly after cooking and stored in a refrigerator until it is ready to be reheated. It should be then reheated rapidly and thoroughly. 6.5 Cooling of food, particularly joints, is likely to be a potential health risk as food should be cooled below 10°C in less than 1 1/2 hrs. If the process is necessary then cooling in controlled conditions should be effected, ideally using a blast chiller. Cooked food should not be cooled in the same area used to defrost raw meat.
SEGREGATION OF RAW AND COOKED FOODS 5.1 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, crosscontamination and absorption of odour.
6.6 The following points should be considered to minimise the risk of contamination during the cooling process.
5.2 Separate work surfaces, chopping boards and utensils should be set aside for the preparation of raw meat and must not be used for the preparation of foods that will be eaten without further cooking. Using the same work surface must be discouraged but in the unlikely event that the same work surface has to be used, great care must be taken to ensure it is cleaned and disinfected between handling raw and cooked meats or other ready to eat products.
•
Use a safe cooling area such as a larder with a lower room temperature.
•
Pour liquids into shallow pans and stir frequently.
•
Split food into relatively small pieces or batches.
•
Cover food with a tight wrapping.
•
Use an iced water bath.
6.7 Rapid thaw cabinets are available to defrost food if this is required on a regular basis. Controlled thawing of raw meat/poultry should take place in a cool area entirely separate from other foods that may be exposed to risk of contamination from thawed liquid. This area must never be used to cool cooked food prior to refrigeration. The food handling room within the cold stores area is acceptable provided the area is clean and the food is covered and stored in a container. Food should be prevented from sitting in the thaw liquid by placing it on grids either above trays on a shelf or in a container. Defrosting large quantities of meat should be carried out in a cool larder at 10°C to 15°C. The large bucket of cold water method, frequently observed, should be discouraged, particularly if the bucket is located in the galley.
TEMPERATURE CONTROL 6.1 It should be noted that legislation for England & Wales, Food Safety (Temperature Control) Regulations 1995, requires chill holding at a temperature of 8°C or below. It is however generally the case that operators maintain temperatures at 5°C or below which is safer than that prescribed, and this standard is recommended by the MSA. 6.2 Pathogenic bacteria thrive in warm conditions. To prevent their growth it is essential to keep food either very hot (above 63°C) or very cold (below 5° ). Food should not be left in the danger zone (5°C - 63°C) for longer than is absolutely necessary.
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6.8 Chill cabinets, cold rooms and refrigerators should not exceed 5°C and deep freeze units should be minus 18°C or below. Some older systems may be unable to reach minus 18°C in which case a few degrees tolerance has to be accepted. As a guide frozen food can be safely stored at minus 12°C for one month only. The presence of ice usually indicates fluctuating temperatures. High humidities and fluctuating temperatures (above minus 10°C) accelerate mould and other spoilage bacterial growth causing souring and rancidity of meat. Food should never be stored in front of cooling unit as this restricts the circulation of air. Regular maintenance of refrigeration equipment, including checks on door seals, defrosting and checks on the correct functioning of thermometers should be carried out as a routine by ship personnel. A suitable thermometer should also be provided to check on all equipment that does not have a built in thermometer. Suitable packaging is essential to avoid loss of moisture from the surface of food (freezer burn). Refrigeration units should not be located, as far as practicable, close to ovens or other large galley cooking units.
7.4 Ventilation hoods and grease filters should be cleaned regularly. The inside surfaces of ducting should be cleaned at least once every 3 months. Only trained personnel, using a safe means of access should remove grease filters for cleaning and clean grease and oil from hoods and ducts. Galley crew should be aware of the potential for serious fires in ventilation ducting.
6.9 Dry food stores should be dry, cool, around 10°C, well lit and ventilated.
8.3 As cockroach and other pest presence on ships is fairly common, it is reasonable to expect a responsible member of crew to carry out routine inspections of food areas, particularly undisturbed areas. If pests are found appropriate action should be taken by the master to eradicate or minimise the problem. According to the scale of the problem there may be some merit in using a pest control book to record actions, as a more methodical way of dealing with the problem.
PESTS 8.1 Good housekeeping obviously minimises the risk of infestation and it is important to ensure that areas, particularly refuse areas are kept in a clean and tidy condition. Lids should always be kept on waste bins that should be washed after emptying. 8.2 Flies and cockroaches present a serious hazard because of their feeding habits and the sites they visit. Flies defecate and vomit previous meals back on to the food as they feed. Rats and mice commonly excrete organisms such as salmonellae. Contamination of food may also result from droppings, urine, hairs and gnawing. Food suspected of being contaminated by rodents must be destroyed.
CLEANING PROCEDURES 7.1 All articles that come into contact with food should be thoroughly washed, rinsed and disinfected before use. Cracked or chipped food containers should be discarded.. Articles include trays, knives, cutting boards, food preparation machinery and work tops. Dishwashers disinfect by virtue of the high rinse temperature achieved. If dishes are washed in a sink they should be rinsed in another sink containing very hot water. Decks, because they are not used for food preparation, do not need to be disinfected although the process is useful as it serves to disinfect the scuppers.
8.4 Rats can spread a number of diseases and immediate deratting action should be taken in conjunction with local port health authorities, who are responsible for issuing deratting certificates. 8.5 Any treatments used should comply with the "Recommendations on the Safe Use of Pesticides in Ships".
7.2 Mechanical dishwashers should be regularly cleaned. Recommended temperatures should ensure that items come out clean, too hot to handle and air dry in less than half a minute. Clean items should be air-dried away from dirty items. Drying cloths should not be used.
STOCK CONTROL 9.1 Great care should be taken to ensure the use of commodities in strict date rotation and that supplies have the best possible durability date. Perishable provisions should neither be ordered nor accepted in quantities greater than can be consumed before the expiry date, with the exception of frozen foods. Provided these have been maintained in hard frozen condition from production to delivery and
7.3 Food and equipment must not be exposed to contamination during cleaning operations. For example utensils are often stored in the bottom shelf of an open unit, leaving them exposed to contamination from hose water used to clean the deck. 4
12.3 Dedicated fresh water hoses should be superchlorinated at 100ppm for a contact of one hour at least 6 monthly.
during storage on board ship, they may be accepted for use beyond the date marking. On some ships there may be a local colour coding system or something similar to further assist staff to quickly recognise out of date stock.
12.4 All fresh water taken from shore should be chlorinated on loading to ensure a residual free chlorine content of 0.2ppm, unless an automatic chlorination unit is used. Concentration levels should be checked.
9.2 Daily checks should be made on short-life perishable food such as fresh fruit and vegetables. Ships should have adequate storage facilities for all stores including cold stores. If storage areas 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. Food should not be stored on the deck.
12.5 Chlorine tests of taps and shower outlets should be carried out at monthly intervals. 12.6 Storage tanks should be opened up, emptied, ventilated and inspected at intervals not exceeding 12 months for inspection and maintenance. Tanks should be thoroughly cleaned, recoated as necessary and flushed out.
VENTILATION IN GALLEYS 10. Mechanical ventilation systems should be used and should be adequate to maintain a reasonable temperature without the need to jam open fire doors or doors to the open deck. Galley staff often close vents to prevent air contamination. This may indicate that filters need to be checked or fitted.
12.7 It is also recommended that water be tested for bacterial and chemical contamination every 3 months. The local Port Health Authority can arrange to take samples and have them analysed. HEALTH AND SAFETY ISSUES
SANITARY FACILITIES
13.1 There are obvious hazards within the galley and store areas, such as wet greasy deck, extreme high temperatures and humidity, congestion, particularly around the hot plate area, cleaning materials, electrical, fumes, knives, equipment such as deep fat fryers, brat pans and tilting kettles.
11. Sanitary accommodation should be easily cleaned and impervious to damp and properly drained with sufficient light, heat, ventilation and hot and cold water. WCs should have an ample flush of water, available at all times and independently controlled. Shower heads should be cleaned in a chlorine solution (50ppm) every 3 months.
13.2 Electrical equipment, including wiring in galley and store areas should be regularly inspected by a qualified member of the crew. Mechanical fans and other kitchen equipment exposing blades and other dangerous parts should have suitable protective guards. Extreme care should be exercised at all times.
POTABLE WATER 12.1 Potable water should be bright, clear, virtually colourless and it should bubble when shaken. This does not however guarantee that the water is safe. There is a tendency to assume that little or no action is needed to protect the purity of the water, particularly when using quayside facilities regularly. Although the water may come from the same source as that supplied to the general public in their homes, there is a vast difference to the operation of supplying and storing the water, exposing it to a much higher risk of contamination. It is therefore essential that control measures are taken to minimise the risk of contamination according to that provided in the Ship Captain's Medical Guide.
13.3 Arrangements should be made for the segregation and disposal of garbage, foodwaste and other galley waste to maintain operational health and safety standards. 13.4 Burns and scalds are common injuries in catering environments. A first-aid box should therefore be located either in the galley or a suitable area convenient to the galley. It is further recommended that a notice stating the action to take if someone is burned or scalded should be prominently displayed in the galley.
12.2 A fresh water maintenance log detailing all aspects of treatment and maintenance carried out should be kept and include a record of the following routine treatments as well as replacing filters or other elements of water making plants.
13.5 Detailed advice specific to galley operations is available in Chapter 14 of the Code of Safe Working Practices for Merchant Seamen.
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safety aspects within the catering environment and are capable of using equipment and treating minor injuries such as cuts and scalds.
EDUCATION AND TRAINING FOR FOOD HANDLERS 14. Food hygiene is a an important issue and all practical steps should be taken to avoid poor practices. It is extremely important therefore that any member of crew preparing and cooking food has a level of understanding on the basic principles of food hygiene. Although there is no requirement to do so, it is desirable that they attend a short basic hygiene awareness course unless they hold catering certificates. In-house training may be sufficient to ensure an appropriate level of understanding if a certificated ship’s cook is available to give instruction and supervise. Crew who prepare and cook food on an ad hoc basis (for example covering for illness) must be able to demonstrate basic good food hygiene practices. They should also receive such training as is necessary to ensure they have an awareness of health and
CREW INFORMATION 15. Information, including simple placards and up-to-date material, relating to national and international regulations on food preparation and storage, and hygiene and food safety should be readily available to members of the crew in an approved language understood by the crew. ADVICE 16. Anyone requiring additional information or specific advice relating to food hygiene matters should contact the Inspector who is based at Leith Marine Office, 1 John’s Place, Leith, Edinburgh, EH6 7EL. Telephone Number 0131 554 5488 or 0802 644434.
MSOS(A) Marine Safety Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 01703 329215 Fax: 01703 329251 February 1998 (MC 10/13/6) © Crown Copyright 1998
An executive agency of
THE DEPARTMENT OF THE ENVIRONMENT, TRANSPORT AND THE REGIONS
Safe Ships Clean Seas 6
Annex 1 TEN TIPS FOR FOOD SAFETY
STORE CHILLED AND FROZEN FOOD QUICKLY (Keep delays to an absolute minimum when taking on stores) KEEP YOUR GALLEY CLEAN (Disinfect worktops, equipment and utensils between handling food that is to be cooked and food that is not) WASH HANDS THOROUGHLY (Particularly after visiting the toilet, before preparing food, in between handling raw and cooked food, and after handling waste food) PREPARE AND STORE RAW AND COOKED FOOD SEPARATELY (If separate cabinets are not available then raw meat and fish should be stored at the bottom of the fridge and always keep food covered) KEEP YOUR FRIDGE BELOW 5°C (Get a fridge thermometer) KEEP YOUR FREEZER BELOW -18°C (Mould growth can occur at temperatures of -10°C) DEFROST FOOD IN CONTROLLED CONDITIONS (Not in the galley - use a cool clean area such as the food handling room and keep it covered and separate from cooked foods) CHECK "USE-BY" DATES (Use foods within the stated period) COOK FOOD THOROUGHLY (If you reheat, do it only once and make sure it's piping hot) KEEP HOT FOOD HOT AND COLD FOOD COLD (Do not just leave food standing around)
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Annex 2 STATUTORY FRAMEWORK 1. Inspectors are appointed under the provisions of the Merchant Shipping Act 1995 for the purpose of seeing that requirements of the Act and regulations made thereunder are duly complied with. The relevant regulations are the Merchant Shipping (Provisions and Water) Regulations 1989 and certain requirements of the Merchant Shipping (Crew Accommodation) Regulations 1997 and the Merchant Shipping (Crew Accommodation) (Fishing Vessel) Regulations 1978. The Merchant Shipping & Fishing Vessel (Health & Safety at Work) Regulations 1997 also apply. 2. The need for the Provisions and Water Regulations arises from the 1946 ILO Convention No 68 concerning food and catering for crews on board ships. The Regulations require all merchant ships and fishing vessels over 24 metres in length to be supplied with provisions and water which: a. are suitable in respect of quantity, nutritive value, quality and variety having regard to the size of the crew and the character and nature of the voyage; b. do not contain anything which is likely to cause sickness or injury to health or which renders any provision or water unpalatable; and c.
are otherwise fit for consumption.
3. The Regulations also require the inspection at sea of the supplies of food and water by the master or his deputy together with a responsible member of the catering department. UK employers, masters and skippers who fail to comply with their obligations under the Regulations are guilty of an offence and are liable on summary conviction to a fine. The ship may also be detained until the health and safety of all employees and other persons aboard is secured. The principles of the Regulations apply to non-United Kingdom ships, other than fishing vessels. 4. Article 8 of the ILO Convention and section 44 of the Merchant Shipping Act 1995 allow for a special inspection of the ship following a complaint from at least 3 of the crew about food and water supplies. 5. The Crew Accommodation Regulations require all galleys and storerooms, sanitary and cabin accommodation to be maintained in a clean and habitable condition and that all equipment and installations to be maintained in good working order. 6. In support of these Regulations, Chapter 14 of the Department's Code of Safe Working Practices for Merchant Seamen gives guidance on the standards expected. 7. The MSA’s Food & Hygiene Inspector has overall responsibility for food and hygiene issues affecting crew and regularly visits UK ports to carry out inspection work as well as providing guidance and support for local MSA marine surveyors who check food hygiene standards as part of the overall ship inspection. 8. Environmental or Port Health Officers have certain responsibilities under the Public Health Act 1936 and Food Safety Act 1990 and enforce statutory powers under Public Health (Ships) Regulations and other regulations. In broad terms, Environmental or Port Health Officers are concerned with protecting the UK from any condition that is likely to cause the spread of infectious disease. They issue derat certificates or exemptions as required by the International Health Regulations and apply hygiene standards on passenger vessels providing catering facilities for the public. 9. A close liaison is maintained between local offices of respective agencies to avoid duplication of effort and to ensure that where inspections carried out by members of one organisation reveal a situation that would clearly also be the concern of the other, appropriate action under respective powers can be considered.
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DEPARTMENT OF T RANSPORT
MERCHANT SHIPPING NOTICE NO. M.1214
RECOMMENDATIONS TO PREVENT CONTAMINATION OF SHIPS FRESHWATER STORAGE AND DISTRIBUTION SYSTEMS Notice to Shipowners, Masters, Fishing Vessel Skippers, Shipbuilders and Repairers This notice supersedes Notices Nos. M.410, M.633 and M.901 1. Recently acquired scientific evidence indicates that closer attention needs to be given to the quality of freshwater in ships’ storage and distribution systems in relation to the growth of various potentially dangerous bacteria, including Legionella or to the presence of toxic chemicals. 2. The relevant United Kingdom Regulations which apply to freshwater on board ships are: The Merchant Shipping (Crew Accommodation) Regulations 1978 SI 1978/795. The Merchant Shipping (Crew Accommodation) (Fishing Vessels) Regulations 1975 SI 1975/2220. The Merchant Shipping (Provisions and Water) Regulations 1972 SI 1972/1871. The Merchant Shipping (Provisions and Water) (Fishing Vessels) Regulations SI 1972/1872. Food Hygiene (General) Regulations 1970 (which apply only to vessels plying exclusively in inland waters or engaged exclusively in coastal excursions solely on the coasts of Great Britain but not foreign voyages). The Public Health (Ships) Regulations 1979 SI 1979/1435. 3. The Merchant Shipping (Crew Accommodation) Regulations 1978, Regulations 29(3), 30(2) and the Merchant Shipping (Crew Accommodation) (Fishing Vessels) Regulations 1975, Regulations 26(2), 26(6), refer to requirements that the supply of drinking water shall be so arranged and constructed to prevent any risk of contamination, and in the former Regulations that the supply of washing water shall be so arranged and constructed to minimise any risk of contamination. Most dangerous waterborne bacteria affecting humans are ingested in drinking water but significantly Legionella bacteria can gain entry to the respiratory system from washing water suspended in air in the form of a fine mist as created by shower or tap sprays. Consequently this means that former distinctions between the standards required for drinking and washing water should not be maintained. Additionally, revision of the advice given in the Ship Captain’s Medical Guide 21st edition has become necessary, see also Notice No. M.1216. 1
4. The following principal features should now be carefully considered to ensure the supply of wholesome freshwater on board ships which is bacteria free, bright, clear, and virtually colourless. 4.1 FRESHWATER LOADING AND SUPPLY ARRANGEMENTS 4.1.1 Freshwater obtained from shore mains supply or water barge— This should be transferred by a hose exclusively used for that purpose. Hoses where carried on board ships should be suitably marked and should be stowed in a position clear of the deck where they are not subject to contamination and should always be capped at both ends after being drained off following their use. Fresh water hoses should be flushed through before each watering commences and discharged to waste. 4.1.2 Routine treatment of freshwater—Shore mains water in the United Kingdom normally contains only a very low concentration of free chlorine and the ship environment decreases this further. In foreign countries there may be no free chlorine content at all. All freshwater taken from shore or water barge (subject to 4.1.4 below) should therefore be chlorinated on loading to a sufficient concentration to ensure a residual free chlorine content of 0.2 ppm. This concentration may be achieved by the traditional manual method using the revised formulae given in the Ship Captain’s Medical Guide per Notice No. M.1216 or by using an automatic chlorination unit in the ship’s deck filling line. The concentration may be checked by means of a Lovibond comparator kit. 4.1.3 Freshwater from low pressure evaporator or reverse osmosis plant— Water from such plants should in general only be produced when the vessel is at least 20 miles from land or remote from any risk of estuarial pollution which in some sea areas can extend well in excess of 20 miles from land. The sea water suction to evaporators or reverse osmosis plants should be separate from other sea suctions eg machinery cooling water inlets, fire pump suctions, etc and sited forward and on the opposite side of the ship from sanitary or bilge discharges. It is important to note that any chemical used in an injection system to a sea suction intended to prevent the growth of organisms in the ship’s piping system serving water making apparatus should only be of a type specifically approved by the Department for that purpose. It is a condition of the Department’s approval and fitting of low pressure flash evaporators or reverse osmosis plants on board United Kingdom registered ships that the constraints described are closely observed. All watermaking plants producing freshwater from seawater require to be fitted (subject to 4.1.4 below) with an automatic chlorination unit and although formerly the Department has been prepared to grant exemption to allow an ultra-violet sterilizer unit to be fitted in lieu of the auto-chlorinator unit 2
this policy is now discontinued. Ultra-violet sterilizer units will continue to be accepted as a supplementary sterilization system in both new and existing ships but an auto-chlorination unit (subject to 4.1.4 below) will be required in new ships in accordance with the Regulations. In existing ships already exempted on the grounds of an ultra-violet sterilizer unit being fitted a regular routine for the chlorination of freshwater tanks to maintain 0.2 ppm concentration should be established similarly to ships obtaining their water only from shore or water barge. (See Notice No. M.1216). 4.1.4 An equivalent alternative means of sterilising fresh water similar to the chlorination method will on submission be considered by the Department on its merits. 4.2 STORAGE TANK ARRANGEMENTS 4.2.1 Storage tanks and delivery system intended for drinking or washing water—These should be independent of any other services wherever possible. Where there is no alternative supply to other services requiring freshwater, eg machinery jacket water, oil purifiers, or a freshwater WC flushing system it is preferable that there should be a clear air break in the freshwater supply pipe to any such system or tank. If in turn this is impracticable it is essential that the supply pipe is provided with an efficient non-return valve and a vacuum breaker or back-flow preventer. Where freshwater is to be used for flushing water closets either a vacuum breaker should be fitted between the flushing valve and the water closet or a suitable type of cistern should be provided. 4.2.2 Siting of tanks—Tanks intended for drinking water should normally be sited above the inner bottom and independent of the hull but tanks other than peak tanks (which are difficult to clean) not independent of the hull may be utilised if they are of all welded construction and suitable in all other respects. In particular all freshwater tanks should be so sited and be of such dimensions that they are readily accessible to facilitate inspection, cleaning and coating. In small ships of less than 2500 GRT where the use of an aft peak cannot be avoided particular attention should be given to filling and smoothing the bottom recesses in the tank with cement or other suitable non-toxic composition. Fore peak tanks which by nature are much more susceptible to damage should not be used. In ships with only one freshwater storage tank sited in the double bottom an alternative reserve drinking water tank should be provided for use in emergency. 4.2.3 Construction—The internal structure of all freshwater tanks should be designed to ensure efficient drainage through adequate limber holes to the suction and in general continuous welding should be used. No freshwater tank should have a common boundary with a tank containing oil or any other liquid except clean water ballast. During con3
struction or repair or at dry-docking or slipping, at intervals not greater than 5 years, it is important that a pressure test of all freshwater tank boundaries including the outer shell of a ship where this applies should be conducted to ensure that there is no seepage into the freshwater tanks from the sea or adjacent water ballast tanks. Manhole accesses to freshwater tanks should be of adequate size and sited clear of possible sources of contamination. Manholes sited in tank crowns should be fitted with raised coamings. No piping other than piping containing freshwater of the same standard as the tank contents should pass through a freshwater tank. WCs, laundries or any other feature likely to contaminate freshwater should be sited clear of the crown of freshwater tanks. Air, filling, and where practicable sounding pipes, should stand sufficiently high above the deck to prevent fouling. Air pipes should be of the swan neck type fitted with a wire gauze and should be sited in a protected position where the entry of sea water on deck is prevented. Sight glasses or gauges should be provided where practicable to indicate the water level in the storage tanks in order to avoid as far as possible the use of sounding rods. 4.2.4 Coatings—Freshwater tank structure when new should be thoroughly wire brushed, scrubbed and primed before coating with cement wash or a proprietary coating system and should be thoroughly aired before filling. When coating systems other than cement wash are used such as modern epoxy finishes specially developed for freshwater tanks it is essential that the coatings are applied and allowed to cure strictly in accordance with the manufacturer’s instructions otherwise the water can subsequently become unfit for use. The manufacturer’s advice on filling, flushing and emptying freshwater tanks before these are connected to the distribution system should also be strictly adhered to. 4.3 DISTRIBUTION SYSTEMS 4.3.1 Water treatment, filters, mineralisers, softeners, etc— All sea water drawn by an evaporator or reverse osmosis plant should be passed through suitable sand filters before being introduced to the water making apparatus and all water produced by such plants in new ships must be disinfected by an autochlorination unit or equivalent (per 4.1.4 above) before it is pumped to the storage tanks. An auto-chlorinator for this purpose may if desired, and if of sufficient capacity, have a connection to provide the same facility for the deck filling line. If it is considered necessary to neutralise the pH value of the product water or to make the water more palatable it is preferable that such a neutraliser or mineraliser be inserted between the water-maker and the auto-chlorinator and therefore before the water is passed into the storage tank. 4.3.2 Freshwater distribution pumps—These should be dedicated to domestic freshwater services only and should not be capable of being connected to any other service, eg salt water. 4
4.3.3 Calorifters, pressure tanks, etc— These should be designed where possible to avoid stagnant zones forming and should be fitted with efficient connections at the lowest point of the unit to ensure that all loose scale, or sludge can be completely drained off after cleaning and maintenance. Calorifiers should be provided with adequate access to enable scale deposits or products of corrosion to be removed and cleaning to be facilitated. 4.3.4 Piping—Care should be taken not to run hot and cold water pipes adjacent to one another unless the pipes are adequately insulated to prevent transfer of heat from hot to cold lines. 4.3.5 Overall design of freshwater systems—The fresh hot and cold water distribution systems should be designed to provide maximum circulation of the systems and to avoid deadlegs especially where temperatures could arise which might provide the optimum conditions for bacterial growth (ie 15°C to 50°C). This possibility increases as the size of the system increases when sections of the system are not kept in continuous use. Consideration should therefore be given in ships with accommodation for more than 100 persons to providing a ring main system with circulation pumps in both hot and cold water lines. The freshwater tanks arrangement in every ship should enable tanks to be used in regular rotation in order to avoid the problems associated with stagnation. 4.3.6 Fittings and accessories—All items used in the construction of ship’s freshwater plumbing systems should in future be of types that do not provide a habitat for bacteria, which can occur in the case of natural rubber, various plastics, and fibre accessories, or leach out toxic constituents. In line with the policy adopted by all Water Authorities in the United Kingdom (under the United Kingdom Water Fittings Byelaws Scheme) it is recommended that all materials used in freshwater systems should be of those listed in the current edition of the Water Fittings and Materials Directory (revised annually) prepared by the Water Research Centre, Henley Road, Medmenham, PO Box 16, Marlow, Bucks SL7 2HD, ie pumps. valves, “0” rings, seatings, compounds, pipes, shower mixers, taps, calorifiers and all other sundry items. When a vessel is constructed or refitted abroad fittings or materials validated by a local national agency to an equivalent standard may be acceptable if suitable documentary attestation is available. (See also paragraph 4.5 below). 4.4 MAINTENANCE 4.4.1 Freshwater storage tanks—It is recommended that these should be opened up, emptied, ventilated and inspected at intervals not exceeding 12 months and thoroughly cleaned, recoated as necessary, aired, and refilled with clean freshwater chlorinated to a concentrated of 0.2 ppm. The cleaning process should include disinfection with a 5
solution of 50 ppm chlorine. In addition tanks should be thoroughly pumped out and, where necessary, hosed prior to refilling at approximately 6 month intervals. It is further recommended that tanks should be super-chlorinated at a concentration of 50 ppm for a period of not less than 4 hours and then completely flushed out and refilled at 0.2 ppm concentration at every refit or dry docking period. Persons inspecting or working in freshwater tanks should wear clean clothing and footwear which has not been used for any other work area, and should not be suffering from any skin infection or communicable disorder. 4.4.2 Distribution system—The various elements of the freshwater production, treatment, and delivery system, ie sand filters, evaporators, reverse osmosis plant, auto-chlorinator, neutraliser/mineraliser, softeners, pumps, pressure tank, calorifier, carbon filter, ultra-violet sterilizer (where fitted), should be inspected, cleaned, flushed out, back washed, re-charged or items replaced where appropriate, in accordance with the makers' instructions. It is recommended that in complex systems a Freshwater System Maintenance Log be kept itemising each tank and each principle unit in the system. Alternatively the system should be itemised in the ship's Preventative Maintenance Work Programme where such a regime has been adopted. Some items of equipment require particularly careful and frequent attention. eg filters on not less than a monthly basis to clean and where necessary change the media to ensure that the apparatus has not become contaminated by bacteria or other foreign matter. Calorifiers should be opened up and inspected scaled and cleaned periodically and before draining should be raised to a temperature of 70°C for at least 1 hour to ensure destruction of bacteria which may have colonised the lower and cooler zone of the unit. At every refit or dry docking period the whole delivery, tanks, and distribution system from machinery space to furthest outlets should be charged with super-chlorinated freshwater at a concentration of 50 ppm residual free chlorine and left for a period of 12 hours. After flushing through the storage tanks should be chlorinated to a concentration sufficient to maintain 0.2 ppm residual free chlorine. Shower heads and their flexible pipes where fitted should be thoroughly cleaned in a 50 ppm chlorine solution routinely every 3 months. Particular attention should be paid to fittings in toilet accommodation which may have been out of use for extended periods and these should also be so treated before re-use. 6
4.4.3 Hoses—Disinfection of hoses should be carried out as a routine measure every 6 months, or whenever any contamination is suspected. Hoses should be thoroughly flushed through and completely filled with a solution of 50 ppm residual free chlorine which should then be allowed to stand for a period of at least 1 hour (see Notice No. M.1216) before the hoses are emptied and restowed. 4.4.4 Chlorination—Guidance for the manual chlorination and superchlorination of freshwater tanks as given in the Ship Captain’s Medical Guide (as amended reference Notice No. M.1216) should be followed. It should be noted that as the chemicals used are oxidising agents and can be corrosive proper protective clothing including eye protection should be worn and the chemicals should be labelled and appropriately stored in accordance with the manufacturer’s instructions. 4.4.5 Corrosion and scale inhibitors-It is often the practice to add scale or corrosion inhibitors in the main or auxiliary engine jacket water used as the heating medium in low pressure flash evaporators. As there is a risk of minor leakage of such water into the flash side of the evaporator it is important that such inhibitors are of types approved by the Department. 4.5 FURTHER RECOMMENDATIONS 4.5.1 New ships— The freshwater systems in new ships should be carefully designed installed and maintained in accordance with the principles set out in this Notice. In particular the arrangements should facilitate cleaning. Equipment and materials should be carefully selected from the current Water Fittings and Materials Directory or foreign equivalent in order to minimise potential contamination. Auto-chlorination is not a mandatory requirement in ships obtaining freshwater only from shore sources or water barge but this method should be considered as a more reliable means of chlorinating the ship's freshwater supply than manual chlorination. 4.5.2 Existing ships—Where unsuitable materials may have been fitted to shower fittings or taps ie natural rubber or certain plastic hoses, washers, “0” rings, etc which provide conditions for bacteria to colonise, such items should be progressively removed in the course of normal maintenance and acceptable substitutes as listed in the Water Materials Directory or foreign equivalent fitted in lieu. It is essential that all parts of the fresh water system are maintained in a clean and hygenic condition as indicated in this Notice. 4.5.3 All ships—The use of sea water in the preparation of food, washing of utensils, cleaning of galley equipment or in installations such 7
as potato peelers should be avoided and only potable water should be used for washing down in food preparation or storage spaces. The ship’s catering staff should be advised appropriately.
Department of Transport
Marine Directorate London WC1V 6LP June 1986 © Crown copyright 1986
MERCHANT SHIPPING NOTICE No. M.1401
Disinfection of Ships Domestic Fresh Water Notice to Shipowners, Masters, Fishing Vessel Skippers, Shipbuilders and Repairers
l. The Merchant Shipping (Crew Accommodation) Regulations 1978 as amended and the Merchant Shipping (Crew Accommodation) (Fishing Vessels) Regulations 1975 require that all fresh water produced on board the ship shall be disinfected automatically. 2. Merchant Shipping Notice M.1214 entitled “Recommendations to Prevent Contamination of Ships’ Fresh Water Storage and Distribution Systems” together with the “Instructions for the Guidance of Surveyors”, both issued by the Department, deal more fully with all the related recommendations and advice. 3. At the time of issue of Merchant Shipping Notice M.1214 (June 1986) only chlorination, with its resi-
Department of Transport Marine Directorate London WCIV 6LP December 1989 © Crown copyright 1989
dual capability, could be recommended for use as a disinfectant in shipboard fresh water systems. 4. However, further research work has now been undertaken in respect of the use of silver as a disinfectant. Given the results of this work, together with the historically satisfactory use of silver as a disinfectant in shipboard fresh water as well as land based systems, the Department now accepts electro-silver ionisation systems for the automatic disinfecting of fresh water produced on board United Kingdom regis tered ships. 5. The conditions of acceptance which are applicable to the fitting of such disinfection systems are detailed in the Annex to this Notice.
ANNEX ELECTROLITIC SILVER RELEASE FRESH WATER DISINFECTION SYSTEMS The Department accepts electro-silver ionisation systems for the automatic disinfecting of fresh water produced on board United Kingdom registered ships. A summary of the conditions of acceptance which are applicable to the fitting of such disinfection systems is given below. 1.1 Any proposal for fitting a system on a passenger class UK registered ship is to be submitted to the Marine Directorate for individual consideration. 1.2 The installation of any unit supplied for ships intended for the United Kingdom registry should be undertaken in accordance with the manufacturer’s detailed instructions. 3.1 A set of manufacturer’s instructions covering fully the installation, operation and maintenance of the disinfection systems should be filed with the Department for record and supplied with each unit for the reference of the operators. 4.1 The disinfection unit is to be fitted in the fresh water system between the production unit and the storage tanks, as near to the former as is practicable and in a readily accessible position. 5.1 Each system is to be designed for the maximum flow rate of the fresh water production unit. 6.1 “Fail Safe” operation of the disinfection units is to be achieved by fitting an automatic, normally closed solenoid operated valve in the system. The valve is to be under the independent control of the electrode monitor such that the valve will close and prevent the passage of water into the storage distribution system should the unit malfunction in any way.
7.1 An audible visible automatic alarm should be installed connected to the “Fail Safe” control system and should give a warning of failure of power supply or any malfunction of the disinfection unit causing closure of the solenoid operated valve. The electricity supply required to operate the alarm should be independent of the supply to the disinfection unit. 8.1 No facility for by-passing the disinfection unit is to be fitted or provided. 9.1 The design setting of each unit is to be checked by the manufacturers before dispatch and is to be such as to ensure that a minimum of 0.1 ppm silver concentration will be added to the water under maximum flow conditions. 10.1 The fresh water storage and distribution system should be designed such that the silver contact time with the water is a minimum of four hours before use. This will ensure a maximum silver concentration of 0.08 ppm in the system. This concentration is to be checked by a competent laboratory annually. 11.1 Any water “conditioning” units should be installed after the disinfecting unit and before storage. 12.1 Spare parts not less than the manufacturer’s minimum spares list (see manufacturer’s instructions) are to be carried for each unit fitted. 13.1 Acceptance is based on the information supplied by the manufacturer and is subject to the system operating satisfactorily in service. The Department reserves the right to require check tests to be made at any time.
MERCHANT SHIPPING NOTICE
MSN 1752 (M) 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 11th November 1998. Key Points:• The Schedules in this Notice are an integral part of the Regulations. • Schedules contained in this Notice apply to United Kingdom ships and to other ships whilst they are in United Kingdom national waters. They do not apply to ships of war, ships solely engaged in fishing, pleasure vessels, certain ships under 80 net tons engaged solely in the coasting trade while not carrying cargo, and ships that do not go to sea.
List of Schedules Schedule 1: Appropriate load lines and seasonal zones, areas and periods Schedule 2: Conditions of assignment Part 1 Part 2 Part 3 Part 4 Part 5
Ships in general Special requirements applicable to type “A” ships Special requirements applicable to certain type “B” ships Special requirements applicable to ships assigned timber freeboards General
Schedule 3: Record of particulars Schedule 4: Freeboards Part 1 Part 2 Part 3
Freeboards other than timber freeboards Timber freeboards Sailing ships and other ships
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Schedule 5: Freeboard tables Schedule 6: Stability Part I Information as to stability Part II Ships in relation to which the Secretary of State’s or the Assigning Authority’s 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 Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 023 80 329 119 Fax: 023 80 329 161 September 2000 An executive agency of the Department of the Environment, Transport and the Regions
Crown Copyright 2000
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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 15oW and 50oW; during the winter seasonal periods applicable in those zones; (e) the Summer load line, in the case of a sailing ship, except in circumstances in which subparagraph (d) above applies; (f) an All Seasons load line, in the case of a ship marked in accordance with regulation 30; (g) the Timber load line, corresponding to the seasons and zones, in the case of a ship marked with Timber load lines and carrying timber deck cargo in accordance with Part IV of Schedule 2. Ports on Boundary Lines 3. For the purposes of applying the provisions of this Schedule to a ship at a port which stands on the boundary line between two zones or areas or between a zone and an area, or which is required by this Schedule to be considered as being on such a boundary line, the port shall be deemed to be within the zone or area into which the ship is about to proceed or from which she has arrived as the case may be.
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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 50oW from the coast of Greenland to latitude 45oN, thence the parallel of latitude 45oN to longitude 15oW, thence the meridian of longitude 15oW to latitude 60oN, thence the parallel of latitude 60oN 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 68o 30’W from the coast of the United States to latitude 40oN, thence the rhumb line to the point latitude 36oN longitude 73oW, thence the parallel of latitude 36oN to longitude 25oW and thence the rhumb line to Cape Torinana. Excluded from this zone are the North Atlantic Winter Seasonal Zone I, the North Atlantic Winter Seasonal Area and the Baltic Sea bounded by the parallel of latitude of The Skaw in the Skagerrak. The Shetland Islands are to be considered as being on the boundary line between the North Atlantic Winter Seasonal Zones I and II. Seasonal periods: WINTER:
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 68o30’W from the coast of the United States to latitude 40oN, thence the rhumb line to the southernmost intersection of the meridian of longitude 61oW 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: WINTER:
1st November to 31st March.
SUMMER:
1st April to 31st October.
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North Pacific Winter Seasonal Zone 6. The southern boundary of the North Pacific Winter Seasonal Zone is – the parallel of latitude 50oN 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 145oE, thence the meridian of longitude 145oE to latitude 35oN, thence the parallel of latitude 35oN to longitude 150oW 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 34oS, longitude 50oW, thence the parallel of latitude 34oS to longitude 17oE, thence the rhumb line to the point latitude 35o10’S, longitude 20oE, thence the rhumb line to the point latitude 34oS, longitude 28oE, thence the rhumb line to the point latitude 35o30’S, longitude 118oE, 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 47oS, longitude 170oE, thence the rhumb line to the point latitude 33oS, longitude 170oW, and thence the parallel of latitude 33oS to the point latitude 33oS, longitude 79oW, thence the rhumb line to the point latitude 41oS, longitude 75oW, thence the rhumb line to Punta Corona lighthouse on Chiloe Island, latitude 41o47’S longitude 75o53’W, thence along the north, east and south coasts of Chiloe Island to the point latitude 43o20’S, longitude 74o20’W, and thence the meridian of longitude 74o20’W, to the parallel of latitude 45o45’S, including the inner zone of Chiloe channels from the meridian 74o20’W 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 – the parallel of latitude 13oN from the east coast of the American continent to longitude 60oW, thence the rhumb line to the point latitude 10oN, longitude 58oW, thence the parallel of latitude 10oN to longitude 20oW, thence the meridian of longitude 20oW to latitude 30oN and thence the parallel of latitude 30oN to the west coast of Africa; from the east coast of Africa the parallel of latitude 8oN to longitude 70oE, thence the meridian of longitude 70oE to latitude 13oN, thence the parallel of latitude 13oN to the west coast of India; thence the south coast of India to latitude 10o30’N on the east coast of India, thence the rhumb line to the point latitude 9oN, longitude 82oE, thence the meridian of longitude 82oE to latitude 8oN, thence the parallel of latitude 8oN to the west coast of Malaysia, thence the coast of South-East Asia to the east coast of Vietnam at latitude 10oN, thence the parallel of latitude 10oN to longitude 145oE, thence the meridian of longitude 145oE to latitude 13oN and thence the parallel of latitude 13oN to the west coast of the American continent. 5
Saigon is to be considered as being on the boundary line of the Tropical Zone and the Seasonal Tropical Area. Southern Boundary of the Tropical Zone 9. The southern boundary of the Tropical Zone is – the rhumb line from the Port of Santos, Brazil, to the point where the meridian of longitude 40°W 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 20°S to the west coast of Madagascar, thence the west and north coasts of Madagascar to longitude 50°E, thence the meridian of longitude 50°E to latitude 10°S, thence the parallel of latitude 10°S to longitude 98°E, 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 11°S to the west side of Cape York; from the east side of Cape York the parallel of latitude 11°S to longitude 150°W, thence the rhumb line to the point latitude 26°S, longitude 75°W, thence the rhumb line to the point latitude 32°47’S, longitude 72°W, and thence to the parallel of latitude 32°47’S to the west coast of South America. Valparaiso and Santos are to be considered as being on the boundary line of the Tropical and Summer Zones. Areas to be included in the Tropical Zone 10. The following areas are to be as included in the Tropical Zone – (a) the Suez Canal, the Red Sea and the Gulf of Aden, from Port Said to the meridian of longitude 45oE; Aden and Berbera are to be considered as being on the boundary line of the Tropical Zone and the Seasonal Tropical Area; (b) the Persian Gulf to the meridian of longitude 59oE; and (c) the area bounded by the parallel of latitude 22oS from the east coast of Australia to the Great Barrier Reef, thence the Great Barrier Reef to latitude 11oS. The northern boundary of the area is the southern boundary of the Tropical Zone. SEASONAL TROPICAL AREAS 11. The following are Seasonal Tropical Areas. (a) In the North Atlantic An area bounded on the north by the rhumb line from Cape Catoche, Yucatan, to Cape San Antonio, Cuba, the north Coast of Cuba to latitude 20oN and thence the parallel of latitude 20oN to longitude 20oW; on the west by the coast of the American continent; on the south and east by the northern boundary of the Tropical Zone. Seasonal periods: TROPICAL: 1st November to 15th July. SUMMER:
16th July to 31st October.
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(b) In the Arabian Sea An area bounded on the west by the coast of Africa, the meridian of longitude 45oE in the Gulf of Aden, the coast of South Arabia and the meridian of longitude 59oE 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 20oS; on the east by the rhumb line from the point latitude 20oS, longitude 50oE, to the point latitude 15oS, longitude 51o30’E, and thence by the meridian of longitude 51o30’E to latitude 10oS. 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 15oS from longitude 51o30’E, to longitude 114oE and thence the meridian of longitude 114oE to the coast of Australia; on the west by the meridian of longitude 51°30’E. Seasonal periods: TROPICAL: 1st May to 30th November. SUMMER:
1st December to 30th April.
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(e) In the China Sea An area bounded on the west and north by the coasts of Vietnam and China from latitude 10oN 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 10oN; on the south by the parallel of latitude 10°N. 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 25oN; on the west by the meridian of longitude 160oE; on the south by the parallel of latitude 13oN; on the east by the meridian of longitude 130oW. Seasonal periods: TROPICAL: 1st April to 31st October. SUMMER:
1st November to 31st March.
(ii) An area bounded on the north and east by the west coast of the American continent; on the west by the meridian of longitude 123oW from the coast of the American continent to latitude 33oN and by the rhumb line from the point latitude 33oN, longitude 123oW to the point latitude 13oN, longitude 105oW; on the south by the parallel of latitude 13oN. 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 11oS Seasonal periods: TROPICAL: 1st April to 30th November. SUMMER : 1st December to 31st March.
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(ii) An area bounded on the north and east by the southern boundary of the Tropical Zone; on the south by the parallel of latitude of 24°S to longitude 154°E, thence by the meridian of longitude 154°E to the Tropic of Capricorn and thence by the Tropic of Capricorn to longitude 150oW, thence by the meridian of longitude 150oW to latitude 20oS and thence by the parallel of latitude 20oS 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: TROPICAL: 1st April to 30th November. 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 68o30’S from the coast of the United States to latitude 40oN and thence by the rhumb line to the point latitude 36oN longitude 73oW; on the south by the parallel of latitude 36oN; is a Winter Seasonal Area. Seasonal periods: WINTER:
1st November to 31st March.
SUMMER:
1st April to 31st October.
ENCLOSED SEAS 13. Baltic Sea This sea bounded by the parallel of latitude of The Skaw in the Skagerrak is included in the Summer Zones. However, for ships of 100 metres or less in length, it is a Winter Seasonal Area. Seasonal periods: WINTER:
1st November to 31st March.
SUMMER:
1st April to 31st October.
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 44oN is a Winter Seasonal Area.
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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 3oE from the coast of Spain to latitude 40oN; on the south by the parallel of latitude 40oN from longitude 3oE to the west coast of Sardinia; on the east by the west and north coasts of Sardinia from latitude 40oN to latitude 9oE to the south coast of Corsica, hence by the west and north coasts of Corsica to longitude 9oE and thence by the rhumb line to Cape Sicié. 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 50oN is included in the Summer Zones. However, for ships of 100 metres or less in length, the area between the parallel of latitude 50oN and the rhumb line from the east coast of Korea at latitude 38oN to the west coast of Hokkaido, Japan, at latitude 43o12’N is a Winter Seasonal Area. Seasonal periods: WINTER:
1st December to 28th/29th February.
SUMMER:
1st March to 30th November.
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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 ship’s 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 ship’s length from the forward perpendicular; and (b) in the case of Position 2, upon exposed superstructure decks situated abaft a quarter of the ship’s length from the forward perpendicular; “Summer load waterline” means the waterline which corresponds to the Summer load line of the ship;
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“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
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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;
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(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 fresh water oil fuel diesel oil lubricating oil
1.025 1.000 0.950 0.900 0.900
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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.
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(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
Ship’s 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
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(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.
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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.
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(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 –
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(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 ship’s 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.
20
(2) Every such cargo port and opening shall be provided with a door or doors so fitted and designed as to ensure watertightness and structural integrity commensurate with the surrounding shell plating. (3) Unless the Assigning Authority permits, the lower edge of any such cargo port or opening shall not be so situated that it is below a line drawn parallel to the freeboard deck at side having as its lowest point the upper edge of the uppermost load line. Scuppers, inlets and discharges 12. (1) Subject to subparagraphs (4) and (9), every discharge led through the shell of a ship either – (a) from spaces below the freeboard deck; or (b) from within any enclosed superstructure, or from within any deckhouse on the freeboard deck which is fitted with weathertight doors; shall be fitted in accordance with subparagraphs (2) and (3) with the means for preventing water from passing inboard. (2) Subject to subparagraph (3), this shall consist of a single automatic non-return valve fitted at the shell of the ship and having positive means of closure from a position or positions above the freeboard deck. Such positions shall be readily accessible at all times under service conditions and shall be provided with an indicator showing whether the valve is open or closed. (3) (a) If the vertical distance from the Summer load waterline to the inboard end of a discharge pipe exceeds 0.01(L) two automatic non-return valves having no positive means of closure may be fitted. One valve shall be situated as close to the ship’s 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 ship’s shell as practicable and substantially connected to it. (4) (a) The controls of any valve in an attended machinery space and serving a main or auxiliary sea inlet or discharge or bilge injection system shall be so sited as to be readily accessible for examination at all times under service conditions. (b) The controls of any valve in an unattended machinery space and serving a sea inlet or discharge or bilge injection system shall be so sited as to be readily accessible at all times under service conditions, particular attention being paid in this regard to possible delay in reaching or operating the controls. In addition, the machinery space in which the valve is situated shall be equipped with an efficient warning device to give warning at suitable control positions of any entry of water into the machinery space other than water resulting from the normal operation of machinery. (c) Valves referred to in subparagraph (a) and (b) above shall be equipped with an indicator showing whether the valve is open or closed. (5) Subject to subparagraph (6) every scupper and discharge pipe originating at any level and penetrating the shell of the ship either – (a) more than 450 millimetres below the freeboard deck; or (b) less than 600 millimetres above the Summer load waterline;
21
shall be equipped with an automatic non-return valve situated as close to the ship’s shell as practicable and substantially connected thereto. (6) Subparagraph (5) shall not apply – (a) where the scupper or discharge pipe is fitted with the means for preventing water from passing inboard in accordance with the provisions of subparagraphs (1) to (3); or (b) where the piping of the scupper or discharge pipe is of substantial thickness; (7) Every scupper leading from a superstructure other than an enclosed superstructure or from a deckhouse not fitted with weathertight doors, shall be led overboard. (8) All shell fittings and the valves required by this paragraph shall be of steel, bronze or other suitable ductile material, and all pipes referred to in this paragraph shall be of steel or equivalent material. (9) In ships constructed on or after 8th June 2000 scuppers led through the shell from enclosed superstructures used for the carriage of cargo shall be permitted only where the edge of the freeboard deck is not immersed when the ship heels 5° either way. In other cases the drainage shall be led inboard to a suitable space, or spaces, of adequate capacity having a high water level alarm and provided with suitable arrangements for discharge overboard. Side scuttles 13. (1) Every side scuttle to a space below the freeboard deck or to a space within an enclosed superstructure shall be fitted with a hinged inside deadlight so that it can be effectively closed and secured watertight. (2) No side scuttle shall be fitted in a position such that its sill will be below a line drawn parallel to the freeboard deck at side and having its lowest point – (a) 2.5 per cent of the breadth of the ship above the Summer load waterline (or Summer Timber load waterline, if assigned); or (b) 500 millimetres above the Summer load waterline (or Summer Timber load waterline, if assigned); whichever is the greater distance. (3) Every side scuttle, glass and deadlight (if fitted) shall be of substantial construction and be efficiently fitted. Freeing ports and arrangements 14. (1) Where bulwarks on the weather portions of the freeboard deck, a raised quarter deck or a superstructure deck form wells, efficient provision shall be made for rapidly freeing the decks of water in bulk and for draining them, and in particular the requirements set out in subparagraphs (2) to (9) shall be complied with. (2) Except as otherwise provided in subparagraphs (4) and (5), the freeing port area (A) for each well shall – (a) if the well is on the freeboard deck or on a raised quarter deck, be not less than the area ascertained in accordance with subparagraph (3); and (b) if the well is on a superstructure deck, other than a raised quarter-deck be not less than one half of the area given by subparagraph (3).
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(3) (a) Subject to subparagraph (c) below, where the length (l) of a bulwark in the well is 20 metres or less – (A) = 0.7+ 0.035 (l) (square metres); and (b) Subject to subparagraph (c) below, where (l) exceeds 20 metres, (A) = 0.07 (l) (square metres). The length (l) need in no case be greater than 0.7(L). (c) If the bulwark is more than 1.2 metres in average height the required area shall be increased by 0.004 square metres per metre of length of well for each 0.1 metre difference in height. If the bulwark is less than 0.9 metre in average height, the required area may be decreased by 0.004 square metre per metre of length of well for each 0.1 metre difference in height. (4) (a) If the deck on which the well is situated has no sheer, the freeing port area shall be the area ascertained in accordance with subparagraph (3) increased by 50 per cent. (b) If the deck on which the well is situated has sheer less than standard sheer, the freeing port area shall be the area ascertained in accordance with subparagraph (3) increased by a percentage to be obtained by linear interpolation. (c) If the deck on which the well is situated has sheer, two thirds of the freeing port area shall be situated in the half of the well which is nearest to the lowest point of the sheer. (5) The lower edge of every freeing port shall be as near to the deck as practicable. (6) Every freeing port more than 230 millimetres in depth shall be protected by rails or bars so fixed that the distance between the lowest rail or bar and the lower edge of the freeing port does not exceed 230 millimetres. (7) Every freeing port fitted with a shutter shall have sufficient clearance to prevent jamming of the shutter, and the shutter hinges shall have pins or bearings of efficient non-corrodible material. (8) Efficient provision shall be made for freeing water from any superstructure other than an enclosed superstructure. (9) Where a ship fitted with a trunk does not comply with the requirements of paragraph 10(2)(b)(vi) of Schedule 4, “Freeboards”, or where continuous or substantially continuous hatchway side coamings are fitted between detached superstructures the minimum area of the freeing port openings shall be calculated from the following table: BREADTH OF HATCHWAY OR TRUNK IN RELATION TO THE BREADTH OF SHIP
AREA OF FREEING PORTS IN RELATION TO THE TOTAL AREA OF THE BULWARKS
40% or less 75% or more
20% 10%
The area of freeing ports at intermediate breadths shall be obtained by linear interpolation.
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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 crew’s 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.
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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;
25
(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).
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(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.
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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).
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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;
29
(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 ship’s 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.
30
Uprights (5) If the nature of the timber is such that uprights are necessary in order to comply with subparagraphs (6) and (7), uprights shall be fitted which are of sufficient strength for the purpose. They shall be secured in position by angles or metal sockets of sufficient strength for the purpose or by equivalent means and shall be so spaced as to provide efficient support taking into account the nature and length of the timber, so however that the space between any two uprights fore and aft shall not exceed 3 metres. Stowage of timber deck cargo in relation to superstructures (6) (a) Timber deck cargo stowed in any well between superstructures shall be stowed as solidly as possible so as to extend over the entire available length of the well to a height not less than the standard height of a superstructure other than a raised quarter deck. (b) Timber deck cargo stowed in a position having a limiting superstructure at the forward end but no such superstructure at the after end shall be stowed so as to extend over the entire available length between the superstructure and the after end of the aftermost hatchway, to the height and in the manner specified in subparagraph (a) above. Securing of Timber deck cargo (7) (a) Timber deck cargo shall be efficiently secured throughout its length by independent overall lashings spaced not more than 3 metres apart. Eye plates for these lashings shall be efficiently attached to the sheer strake or to the deck stringer plate at intervals of not more than 3 metres. The distance from an end bulk head of a superstructure to the first eye plate shall be not more than 2 metres. Where there is no bulkhead, eye plates and lashings shall be provided at distances of 0.6 metres and 15 metres from the ends of the timber deck cargo. (b) Lashings shall be of not less than 19 millimetres close link chain or of flexible wire rope of equivalent strength, fitted with sliphooks and turnbuckles so positioned as to be accessible at all times. Wire rope lashings shall have a length of long link chain sufficient to permit the length of lashings to be regulated. (c) When timber is in lengths less than 3.6 metres the spacing of the lashings shall be reduced or suitable provision made to suit the length of timber.
31
PART V – GENERAL Equivalence 31. The Assigning Authority may, with the approval of the Secretary of State, – (a) allow any fitting, material, appliance or apparatus to be fitted in a ship, or allow other provisions to be made in a ship, in the place of any fitting, material, appliance, apparatus or provision respectively which is required under any of the provisions of the Regulations, if satisfied by trial or otherwise that it is at least as effective as that so required; or (b) allow in any exceptional case departure from the requirements of any of the said provisions on condition that the freeboards to be assigned to the ship are increased to such an extent as to satisfy the Secretary of State that the safety of the ship and protection afforded to the crew will be no less effective than would be the case if the ship fully complied with those requirements and there were no such increase of freeboards.
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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
33
A plan of suitable size may be attached to this report in preference to the sketches on this page Disposition and dimensions of superstructures, trunks, deckhouses, machinery casings; extent of bulwarks, guard rails and wood sheathing on exposed deck, to be inserted in the diagrams and tables following; together with positions of hatchways, gangways, and other means for the protection of the crew; cargo ports, bow and stern doors, side scuttles, scuppers, ventilators, air pipes, companionways, and other items that would affect the seaworthiness of the ship.
34
(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
In forecastle bulkhead
In bridge forward bulkhead 35 In bridge after bulkhead
In raised quarter deck bulkhead
In poop bulkhead
In exposed machinery casings on freeboard or raised quarter decks
REF NO ON SKETCH OR PLAN
NUMBER AND SIZE OF OPENINGS
HEIGHT OF SILLS
CLOSING APPLIANCES TYPE AND MATERIAL
NUMBER OF CLIPS
DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND DECKHOUSES PROTECTING OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS (continued) LOCATION
In exposed machinery casings on superstructure decks
In machinery casings within superstructures or deckhouses on freeboard deck 36 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
REF NO ON SKETCH OR PLAN
NUMBER AND SIZE OF OPENINGS
HEIGHT OF SILLS
CLOSING APPLIANCES TYPE AND MATERIAL
NUMBER OF CLIPS
(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
tf
Spacing
b1
b1 x tf
tw
D 37
tf
Number
D x tw b2 x tf Bearing surface
b2
Means of securing each beam Material
PORTABLE COVERS
Thickness Direction fitted Bearing surface
Spacing of cleats No. of layers TARPAULINS Material Means of securing each section of covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Are wood covers fitted with galvanized end bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(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 38
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
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 7 and 8) 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
39
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
(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 DIMENSIONS
HEIGHT
TYPE (STATE PATENT NAME IF ANY)
CLOSING APPLIANCES
40
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 10) AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS (Regulation 20) DECK ON WHICH FITTED
NUMBER FITTED
COAMING DIMENSIONS
HEIGHT
TYPE (STATE PATENT NAME IF ANY)
CLOSING APPLIANCES
41
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 11)
CARGO PORTS AND OTHER SIMILAR OPENINGS (Regulation 21) POSITION OF PORT
DIMENSIONS OF OPENING
DISTANCE OF LOWER EDGE FROM FREEBOARD DECK
SECURING DEVICES
REMARKS
42
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 12)
SCUPPERS, INLETS AND DISCHARGES (Regulation 22) STATE IF SCUPPER OR DISCHARGE
NUMBER
PIPE DIAMETER
THICK -NESS
FROM
VERTICAL DISTANCE ABOVE TOP OF KEEL
MATERIAL DISCHARGE OUTLET IN HULL
INBOARD END
NUMBER, POSITION TYPE OF AND CONTROLS UPPERMOST MATERIAL VALVE OF DISCHARGE VALVES
43 NOTE: In Ro-ro ships, indicate how ready accessibility to scupper valves is ensured when vehicle space is filled . . . . . . . . . . . . . . . . . . . . . . . . . S – Scupper D – Discharge
MS – Mild Steel CS – Cast Steel GM – Gun Metal
Any other approved material to be designated
SD – Screw down ANR – Automatic non-return SD ANR – Screw down automatic non-return
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 13)
SIDE SCUTTLES (Regulation 23) POSITION
NUMBER FITTED
CLEAR GLASS SIZE
FIXED OR OPENING
MATERIAL FRAME
DEADLIGHT
TYPE OF GLASS AND THICKNESS
STANDARDS USED AND TYPE NO
44 Indicate the vertical distance between the freeboard deck and the lower sill of the side scuttle positioned at the greatest vertical distance below the freeboard deck . . . . . . . . . . . . . . . . . . . . . . . . . . .
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 14 and 20) FREEING PORTS (Regulation 24) LENGTH OF BULWARK
HEIGHT OF BULWARK
FREEBOARD DECK AFTER WELL FORWARD WELL SUPERSTRUCTURE DECK
45
State fore and aft position of each freeing port in relation to superstructure end bulkheads
After Well Forward Well
Particulars of shutters, bars or rails fitted to freeing ports. Height of lower edge of freeing port above deck.
NUMBER AND SIZE OF FREEING PORTS EACH SIDE
TOTAL AREA EACH SIDE
REQUIRED AREA EACH SIDE
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 15, 18, 22, 23 and 24) PROTECTION OF THE CREW (Regulations 25 and 26) State particulars of bulwarks or guardrails on freeboard and superstructure decks: State details of lifelines, walkways, gangways or underdeck passageways where required to be fitted:
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 29) TIMBER DECK CARGO FITTINGS (Regulation 44) 46
State particulars of uprights, sockets, lashings, guardrails and lifelines;
OTHER SPECIAL FEATURES
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).
.......................... (Surveyor’s 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
..........................
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..........................
..........................
...........................
..........................
..........................
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..........................
..........................
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Regulation 29 SCHEDULE 4 FREEBOARDS Interpretation 1. Expressions in this Schedule have the same meanings as those assigned to them in Schedule 2, and – “block coefficient (Cb)” means the product of – ∇ LBd 1
where – is the volume of the moulded displacement of the ship (excluding bossing) if the ship has a metal shell, and of displacement to the outer surface of the hull if the ship has a shell of any other material, displacement being taken in each case at a moulded draught of d1; and d1 is 85 per cent of the least moulded depth, provided that in no case shall the block coefficient (Cb) be taken to be less than 0.68; “depth for freeboard (D)” means – (a) except as otherwise stated in subparagraph (b) below, the moulded depth of the ship amidships plus the thickness of the freeboard deck stringer plate where fitted, plus, if the exposed freeboard deck is sheathed, the product of – T((L)-(S)) (L)
where – T is the mean thickness of the exposed sheathing clear of deck openings; (b) in a ship having a rounded gunwale with a radius greater than 4 per cent of the breadth of the ship or having topsides of unusual form, the depth calculated in accordance with subparagraph (a) above, would be the depth for freeboard purposes of a ship having a midship section with vertical topsides and with the same round of beam and the same area of topside section as that of the midship section of the actual ship; “effective length (E)” in relation to a superstructure means the effective length of the superstructure determined in accordance with the provisions of paragraph 9(3); “flush deck ship” means a ship which has no superstructure on the freeboard deck; “length (S)” in relation to a superstructure means the length of the superstructure determined in accordance with the provisions of paragraph 9(2); “salt water” means water having a relative density of 1.025; “Summer draught” means the draught measured from – (a) in the case of a wood or composite ship, the lower edge of the keel rabbet;
48
(b) if the form at the lower part of the midship section is of a hollow character, or if thick garboards are fitted, the point where the line of the flat of the bottom continued inwards cuts the side of the keel; and (c) in any other case, the top of the keel; to the point which, when load lines and marks have been marked on the ship’s 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 ship’s 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 ship’s length under Freeboard Table A set out in Schedule 4 and, in the case of a Type “B” ship, the freeboard appropriate to the ship’s length under Freeboard 5 Table B. Freeboards: general 2. (1) Except as otherwise provided in subparagraph (2), the freeboards, other than Timber freeboards, to be assigned to a ship shall be determined in accordance with the provisions of Part I, and Timber freeboards to be assigned to a ship shall be determined in accordance with Part II. (2) The freeboards to be assigned to – (a) sailing ships; (b) tugs; (c) ships of wood or of composite construction or of other materials; (d) ships with constructional features such as to render freeboards determined in accordance with subparagraph (1) unreasonable or impracticable; and (e) unmanned barges having on the freeboard deck only small access openings closed by watertight gasketed covers of steel; shall be determined in accordance with the provisions of Part III of this Schedule.
49
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 –
∆ 4T where – is the displacement in salt water in metric tons at the Summer load waterline, and T represents metric tons per centimetre immersion in salt water at that waterline. (b) In any case in which the displacement at that waterline cannot be ascertained the deduction shall be one forty-eighth (1/48th) of the Summer draught of the ship. Summer freeboard: Type “A” ships 4. The Summer freeboard assigned to a Type “A” ship shall be determined as follows. (1) There shall first be ascertained the ship’s tabular freeboard from Table A in Schedule 5. (2 )If the block coefficient (Cb) of the ship exceeds 0.68 the tabular freeboard shall be multiplied by the factor (Cb ) + 0.68 136 .
(3) Corrections in accordance with paragraphs 6 to 16 shall be applied to the freeboard obtained in accordance with subparagraphs (1) and (2). (4) Subject to paragraph 3(3), the freeboard so corrected shall be the Summer freeboard assigned to the ship.
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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 ship’s 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 8th 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 8th 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);
51
(c) in the case of a ship constructed before 8th June 2000, when loaded to the Summer waterline the ship will remain afloat in the condition of equilibrium described in subparagraph (6) after the flooding – (i) of any two compartments adjacent fore and aft, neither of which is the machinery space, at an assumed permeability of 0.95; and (ii) in the case of a ship exceeding 225 metres in length, of the machinery space alone, at an assumed permeability of 0.85; and (d) in the case of a ship constructed on or after 8th June 2000, the ship complies with the requirements of subparagraph (3)(e); but in relation to the damage assumptions specified in paragraph 5(8), throughout the length of the ship any one transverse bulkhead will be assumed to be damaged, such that two adjacent fore and aft compartments shall be flooded simultaneously, except that such damage will not apply to the boundary bulkheads of a machinery space. (6) In the case of a ship constructed before 8th June 2000, the condition of equilibrium referred to in subparagraphs (3) and (5) above is as follows – (a) the final waterline after flooding is below the top of any ventilator coaming, the lower edge of any air pipe opening, the upper edge of the sill of any access opening fitted with a weathertight door, and the lower edge of any other opening through which progressive flooding may take place; (b) the angle of heel due to unsymmetrical flooding does not exceed 15°, or if no part of the deck is immersed the angle of heel does not exceed 17°; and (c) the metacentric height calculated using the constant displacement method has a positive value of at least 50 millimetres in the upright condition after flooding; and (d) the ship has adequate residual stability; and (e) the ship has sufficient stability during intermediate stages of flooding to the satisfaction of the Assigning Authority; (7) In the case of a ship constructed before 8th June 2000, the following assumptions shall be made for the purposes of calculations pursuant to subparagraphs (3)(d) and (5)(c) – (a) the vertical extent of damage is equal to the depth of the ship at the point of damage, measured from and including the freeboard deck at side to the underside of the keel; (b) the transverse penetration of damage is not more than one fifth of the breadth of the ship (B), this distance being measured inboard from the ship’s side at right angles to the centre line of the ship at the level of the Summer load waterline. The depth of transverse penetration damage assumed shall be that which results in the most severe conditions; (c) except in the case of compartments referred to in subparagraph (5)(c)(i), no transverse bulkhead is damaged; (d) the height of the centre of gravity above the base-line is assessed allowing for homogeneous loading of cargo holds and for 50 per cent of the designed capacity of consumable fluids and stores. (8) In the case of a ship constructed on or after 8th June 2000, the following assumptions shall be made for the purposes of the calculations pursuant to subparagraphs (3)(e) and (5)(d) –
52
(a) the vertical extent of damage in all cases is assumed to be from the base line upwards without limit; (b) the transverse extent of damage is equal to one fifth of the breadth of the ship (B) or 11.5m, whichever is the lesser, measured inboard from the side of the ship perpendicularly to the centreline at the level of the summer load waterline; (c) if damage of a lesser extent than that specified in subparagraphs (a) and (b) above results in a more severe condition, such lesser extent shall be assumed; (d) except where otherwise required by subparagraph (5), the flooding shall be confined to a single compartment between adjacent transverse bulkheads provided the inner longitudinal boundary of the compartment is not in a postition within the transverse extent of assumed damage. Transverse boundary bulkheads of wing tanks which do not extend over the full breadth of the ship shall be assumed not to be damaged, provided they extend beyond the transverse extent of assumed damage prescribed in subparagraph (b)above. If in a transverse bulkhead there are steps or recesses of not more than 3m in length located within the transverse extent of assumed damage as defined in subparagraph (b), such transverse bulkhead may be assumed intact and the adjacent compartment may be flooded singly. If, however, within the transverse extent of assumed damage there is a step or recess of more than 3m in length in a transverse bulkhead, the two compartments adjacent to this bulkhead shall be considered as flooded. The step formed by the afterpeak bulkhead and the afterpeak tank top shall not be regarded as a step for the purpose of this regulation; (e) where a main transverse bulkhead is located within the transverse extent of assumed damage and is stepped in way of a double bottom or side tank by more than 3m, the double bottom or side tanks adjacent to the stepped portion of the main transverse bulkhead shall be considered as flooded simultaneously. If this side tank has openings, into one or several holds, such as grain feeding holes, such hold or holds shall be considered as flooded simultaneously. Similarly in a ship designed for the carriage of liquid cargoes, if a side tank has openings into adjacent compartments, such adjacent compartments shall be considered as empty and as being flooded simultaneously. This provision is applicable even where such openings are fitted with closing appliances, except in the case of sluice valves fitted in bulkheads between tanks and where the valves are controlled from the deck. Manhole covers with closely spaced bolts are considered equivalent to the unpierced bulkhead except in the case of openings in topside tanks common to the holds; (f) where the flooding of any two adjacent fore and aft compartments is envisaged, main transverse watertight bulkheads shall be spaced at least 1/3 L 2/3 or 14.5m, whichever is the lesser, in order to be considered effective. Where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads shall be assumed as non-existent in order to achieve the minimum spacing between bulkheads. (9) The tabular freeboard of a ship to which subparagraph (2)(b) applies shall be increased by the amount shown in Table 1 appropriate to the ship’s 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 ship’s length (L). (b) The freeboard calculated in respect of such a ship in accordance with subparagraphs (1), (2) and (9) shall be increased by the following amount – (E ) 7.5 (100 − ( L)) 0. 35 − (L)
53
(11)In the case of a ship with a block coefficient (Cb) exceeding 0.68, the freeboard calculated in accordance with subparagraphs (1) to (10) shall be multiplied by the factor – (Cb ) + 0.68 136 .
(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.
54
TABLE 1 Length of ship (metres)
Freeboard increase (millimetres)
Length of ship (metres)
Freeboard increase (millimetres)
Length of ship (metres)
Freeboard increase (millimetres)
108 and below 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138
50
139
175
170
290
52 55 57 59 62 64 68 70 73 76 80 84 87 91 95 99 103 108 112 116 121 126 131 136 142 147 153 159 164 170
140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169
181 186 191 196 201 206 210 215 219 224 228 232 236 240 244 247 251 254 258 261 264 267 270 273 275 278 280 283 285 287
171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200
292 294 297 299 301 304 306 308 311 313 315 318 320 322 325 327 329 332 334 336 339 341 343 346 348 350 353 355 357 358
Basic freeboard 6. In the following paragraphs “basic freeboard” means the Summer freeboard calculated in accordance with paragraph 4 or 5, whichever is applicable, but omitting, in the case of a Type “A” ship, the corrections referred to in paragraph 4(3), or in the case of a Type “B” ship the corrections referred to in paragraph 5(12).
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Correction for Depth 7. (1) If the depth for freeboard (D) exceeds
(L) 15
, the basic freeboard of the ship shall be
( L) R millimetres increased by – (D) − 15
where R is –
(L) 0.48
, 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
(L) 15
, the basic freeboard of the ship shall be reduced by – ( L) (D) − R millimetres 15
if, but only if, the ship has, subject to subparagraph (3), either – (a) an enclosed superstructure covering at least 0.6 (L) amidships; (b) an efficient trunk extending for the ship’s length; or (c) a combination of enclosed superstructures connected by efficient trunks, being a combination extending for the ship’s length. (3) If the height of any such superstructure or trunk in subparagraph (2) is less than standard height the amount of reduction shall be reduced in the ratio of the actual to the standard height of the superstructure or trunk. Correction for position of deck-line 8. (1) Subject to the provisions of subparagraph (2), if the actual depth to the upper edge of the deckline is greater or less than the depth for freeboard, the difference if greater shall be added to, or if less shall be deducted from, the basic freeboard of the ship. (2) If the position of the deck-line has been fixed in accordance with the provisions of regulation 16(3), the actual depth of the ship shall be taken to the point amidships where the continuation outwards of the upper surface of the freeboard deck or of any sheathing on that deck intersects the outer surface of the shell of the ship. Standard height, length and effective length of superstructures 9. (1) The standard height of a superstructure shall be determined in accordance with Table 2 – TABLE 2 Length of ship (L) (metres)
Standard Height (metres)
of a raised quarter deck 30 or less 75 125 or more
0.90 1.20 1.80
of a superstructure other than a raised quarter deck 1.80 1.80 2.30
Standard heights for intermediate lengths of the ship shall be obtained by linear interpolation.
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(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 ship’s 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;
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(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 860 millimetres 1070 millimetres
if the ship is 24 metres in length (L); if the ship is 85 metres in length (L); 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.
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(iii) Where the effective length of a forecastle is more than 0.4 (L),the percentages shall be obtained from line II. (iv) Where the effective length of a forecastle is less than 0.07 (L),the above percentages shall be reduced by –
5.
(0.07( L) − f ) . ( L) 007
where “f” is the effective length of the forecastle. TABLE 3 PERCENTAGE OF DEDUCTION FOR TYPE “A” SHIPS Percentage of deduction for all types of superstructure and trunks
Total effective length of superstructure and trunks 0 0.1(L) 0
7
0.2(L)
0.3(L)
0.4(L)
0.5(L)
0.6(L)
0.7(L)
0.8(L)
0.9(L)
1.0(L)
14
21
31
41
52
63
75.3
87.7
100
TABLE 4 PERCENTAGE OF DEDUCTION FOR TYPE “B” SHIPS Ships with forecastle and Line 0 without detached I 0 bridge Ships with forecastle and detached bridge
II
0
Total effective length of superstructure and trunks 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
5
10
15
23.5
32
46
63
75.3
87.7
100
6.3
12.7
19
27.5
36
46
63
75.3
87.7
100
Measurement of Sheer 12. (1) The sheer shall be measured from the deck at side to a line of reference drawn parallel to the keel through the sheer line at amidships. (2) In ships designed with a rake of keel, the sheer shall be measured in relation to a line of reference drawn parallel to the Summer load waterline. (3) In flush deck ships and in ships with detached superstructures the sheer shall be measured at the freeboard deck. (4) In ships with topsides of unusual form in which there is a step or break in the topsides, the sheer shall be considered in relation to the equivalent depth amidships. (5) In ships with a superstructure of standard height which extends over the whole length of the freeboard deck, the sheer shall be measured at the superstructure deck. Where the height of the superstructure exceeds the standard height the least difference (Z) between the actual and standard heights shall be added to each end ordinate. Similarly, the intermediate ordinates at distances of 1/6(L) and 1/3(L) from each perpendicular shall be increased by 0.444 (Z) and 0.111 (Z) respectively.
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(6) Where the deck of an enclosed superstructure has at least the same sheer as the exposed freeboard deck, the sheer of the enclosed portion of the freeboard deck shall not be taken into account. (7) Where an enclosed poop or forecastle is either – (a) of standard height with greater sheer than that of the freeboard deck; or (b) is of more than standard height; an addition to the sheer of the freeboard deck shall be made calculated in accordance with paragraph 14(4). Standard sheer profile 13. The ordinates of the standard sheer profile are given in Table 5 – TABLE 5
After half
Forward half
Station
Ordinate (in millimetres)
Factor
After perpendicular (A.P.) 1/6(L) from A.P. 1/3(L) from A.P. Amidships
25.0((L) /3 + 10) 11.1((L) /3 + 10) 2 .8((L) /3 + 10) 0
1 3 3 1
Amidships 1/3(L) from F.P. 1/6(L) from F.P. Forward perpendicular (F.P.)
0 5.6((L) /3 + 10) 22.2((L) /3 + 10) 50.0((L) /3 + 10)
1 3 3 1
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=
y L' ⋅ 3 (L)
60
where – s=
sheer credit, to be deducted from the deficiency or added to the excess of sheer;
y = difference between actual and standard height of superstructure at the after or forward perpendicular; and L’= mean enclosed length of poop or forecastle up to a maximum length of 0.5 (L). This formula provides a curve in the form of a parabola tangential to the actual sheer curve at the freeboard deck and intersecting the end ordinate at a point below the superstructure deck at a distance equal to the standard height of the poop or forecastle. The superstructure deck shall not be less than standard height above this curve at any point. This curve shall be used in determining the sheer profile for the forward and the after halves of the ship. Correction for Variations from standard sheer profile 15. (1) The correction for sheer shall be the deficiency or excess of sheer determined in accordance with paragraph 14 multiplied by – 0.75 −
S 2(L)
(2) In the case of a ship with sheer less than the standard sheer profile, the correction for deficiency of sheer determined in accordance with subparagraph (1) shall be added to the basic freeboard of the ship. (3) Subject to subparagraph (4),in the case of a ship having an excess of sheer – (a) if an enclosed superstructure covers 0.1(L) before and 0.1(L) abaft amidships, the correction for excess of sheer determined in accordance with subparagraph (1) shall be deducted from the basic freeboard of the ship; (b) if no enclosed superstructure covers amidships, no deductions shall be made from the basic freeboard of the ship; (c) if an enclosed superstructure covers less than 0.1(L) before and 0.1(L) abaft amidships, the correction for excess of sheer determined in accordance with subparagraph (1) shall be modified in the ratio of the amount of 0.2(L) amidship which is covered by the superstructure, to 0.2(L). (4) The maximum deduction for excess sheer shall be at the rate of 125 millimetres per 100 metres of length (L). Correction for minimum bow height 16. (1) Except as otherwise provided in subparagraphs (2) and (3), where the bow height determined in accordance with subparagraph (4) is less than the minimum bow height determined in accordance with subparagraph (5), the freeboard determined for the ship shall be increased by an amount equal to the difference between the bow height and the minimum bow height. (2) Where an existing ship to which subparagraph (1) applies has been so constructed or modified as to comply with all the requirements of Schedule 2 applicable to a new ship of her type and is to be assigned freeboards determined in accordance with this Schedule, and/or – (a) the forecastle is less than 0.07(L);
61
(b) the sheer extends for less than 15 per cent of the ship’s 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 ship’s 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 – ( L) 136 . 56( L) 1 − 500 C b + 0.68
where (L) is less than 250 metres; and 136 . 7000 C b + 0.68
where (L) is 250 metres or more;
Cb shall not be taken as less than 0.68.
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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 Percentage of deduction for all types of superstructure
Total effective length of superstructure 0 20
0.1(L) 0.2(L) 0.3(L) 0.4(L) 0.5(L) 0.6(L) 0.7(L) 0.8(L) 0.9(L 1.0(L) 31
42
53
64
70
76
82
88
94
100
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 4T
where – is the displacement in salt water in tonnes at the waterline which will when load lines have been marked on the ship’s 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.
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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.
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Schedule 4 SCHEDULE 5 FREEBOARD TABLES 1. The following is the Freeboard Table referred to in paragraph 4 of Schedule 4:– TABLE A FREEBOARD TABLE TYPE “A” SHIPS Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 6l 62 63
200 208 217 225 233 242 250 258 267 275 283 292 300 308 316 325 334 344 354 364 374 385 396 408 420 432 443 455 467 478 490 503 516 530 544 559 573 587 600 613
64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103
626 639 653 666 680 693 706 720 733 746 760 773 786 800 814 828 841 855 869 883 897 911 926 940 955 969 984 999 1014 1029 1044 1059 1074 1089 1105 1120 1135 1151 1166 1181
104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143
65
Freeboard (millimetres) 1196 1212 1228 1244 1260 1276 1293 1309 1326 1342 1359 1376 1392 1409 1426 1442 1459 1476 1494 1511 1528 1546 1563 1580 1598 1615 1632 1650 1667 1684 1702 1719 1736 1753 1770 1787 1803 1820 1837 1853
TABLE A (continued) Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196
1870 1886 1903 1919 1935 1952 1968 1984 2000 2016 2032 2048 2064 2080 2096 2111 2126 2141 2155 2169 2184 2198 2212 2226 2240 2254 2268 2281 2294 2307 2320 2332 2345 2357 2369 2381 2393 2405 2416 2428 2440 2451 2463 2474 2486 2497 2508 2519 2530 2541 2552 2562 2572
197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245 246 247 248 249
2582 2592 2602 2612 2622 2632 2641 2650 2659 2669 2678 2687 2696 2705 2714 2723 2732 2741 2749 2758 2767 2775 2784 2792 2801 2809 2817 2825 2833 2841 2849 2857 2865 2872 2880 2888 2895 2903 2910 2918 2925 2932 2939 2946 2953 2959 2966 2973 2979 2986 2993 3000 3006
250 251 252 253 254 255 256 257 258 259 260 261 262 263 264 265 266 267 268 269 270 271 272 273 274 275 276 277 278 279 280 281 282 283 284 285 286 287 288 289 290 291 292 293 294 295 296 297 298 299 300 301 302
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Freeboard (millimetres) 3012 3018 3024 3030 3036 3042 3048 3054 3060 3066 3072 3078 3084 3089 3095 3101 3106 3112 3117 3123 3128 3133 3138 3143 3148 3153 3158 3163 3167 3172 3176 3181 3185 3189 3194 3198 3202 3207 3211 3215 3220 3224 3228 3233 3237 3241 3246 3250 3254 3258 3262 3266 3270
TABLE A (continued) Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323
3274 3278 3281 3285 3288 3292 3295 3298 3302 3305 3308 3312 3315 3318 3322 3325 3328 3331 3334 3337 3339
324 325 326 327 328 329 330 331 332 333 334 335 336 337 338 339 340 341 342 343 344
3342 3345 3347 3350 3353 3355 3358 3361 3363 3366 3368 3371 3373 3375 3378 3380 3382 3385 3387 3389 3392
345 346 347 348 349 350 351 352 353 354 355 356 357 358 359 360 361 362 363 364 365
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 – 150 (L) 50 + 24
See also paragraph 3 of Schedule 4.
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Freeboard (millimetres) 3394 3396 3399 3401 3403 3406 3408 3410 3412 3414 3416 3418 3420 3422 3423 3425 3427 3428 3430 3432 3433
2. The following is Freeboard Table B referred to in paragraph 5 of Schedule 4:– TABLE B FREEBOARD TABLE FOR TYPE “B” SHIPS Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 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
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Freeboard (millimetres) 1690 1709 1729 1750 1771 1793 1815 1837 1859 1880 1901 1921 1940 1959 1979 2000 2021 2043 2065 2087 2109 2130 2131 2171 2190 2209 2229 2250 2271 2293 2315 2334 2354 2375 2396 2418 2440 2460 2480 2500 2520 2540 2560 2580 2600 2620 2640 2660
TABLE B (continued) Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220
2680 2698 2716 2735 2754 2774 2795 2815 2835 2855 2875 2895 2915 2933 2952 2970 2988 3007 3025 3044 3062 3080 3098 3116 3134 3151 3167 3185 3202 3219 3235 3249 3264 3280 3296 3313 3330 3347 3363 3380 3397 3413 3430 3445 3460 3475 3490 3505 3520 3537 3554 3570 3586
221 222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245 246 247 248 249 250 251 252 253 254 255 256 257 258 259 260 261 262 263 264 265 266 267 268 269 270 271 272 273
3601 3615 3630 3645 3660 3675 3690 3705 3720 3735 3750 3765 3780 3795 3808 3821 3835 3849 3864 3880 3893 3906 3920 3934 3949 3965 3978 3992 4005 4018 4032 4045 4058 4072 4085 4098 4112 4125 4139 4152 4165 4177 4189 4201 4214 4227 4240 4252 4264 4276 4289 4302 4315
274 275 276 277 278 279 280 281 282 283 284 285 286 287 288 289 290 291 292 293 294 295 296 297 298 299 300 301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326
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Freeboard (millimetres) 4327 4339 4350 4362 4373 4385 4397 4408 4420 4432 4443 4455 4467 4478 4490 4502 4513 4525 4537 4548 4560 4572 4583 4595 4607 4618 4630 4642 4654 4665 4676 4686 4695 4704 4714 4725 4736 4748 4757 4768 4779 4790 4801 4812 4823 4834 4844 4855 4866 4878 4890 4899 4909
TABLE B (continued) Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
Freeboard (millimetres)
Length of ship (metres)
327 328 329 330 331 332 333 334 335 336 337 338 339
4920 4931 4943 4955 4965 4975 4985 4995 5005 5015 5025 5035 5045
340 341 342 343 344 345 346 347 348 349 350 351 352
5055 5065 5075 5086 5087 5108 5119 5130 5140 5l50 5160 5170 5180
353 354 355 356 357 358 359 360 361 362 363 364 365
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 – 150 (L) 50 + 24
See also paragraphs 3 and 17 of Schedule 4.
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Freeboard (millimetres) 5190 5200 5210 5220 5230 5240 5250 5260 5268 5276 5285 5294 5303
Regulation 32 SCHEDULE 6 STABILITY PART I – INFORMATION AS TO STABILITY The information relating to the stability of a ship to be provided for the master shall include the particulars specified below. 1. The ship’s name, official number, port of registry, gross and register tonnages, principal dimensions, displacement, deadweight and draught to the Summer load line. 2. A profile view and, if necessary, plan views of the ship drawn to scale showing all compartments, tanks, storerooms and crew and passenger accommodation spaces, with their position relative to mid-ship. 3. (1) The capacity and the longitudinal and vertical centre of gravity of every compartment available for the carriage of cargo, fuel, stores, feedwater, domestic or water ballast. (2) In the case of a vehicle ferry, the vertical centre of gravity of compartments designated for the carriage of vehicles shall be based on the estimated centres of gravity of the vehicles and not on the volumetric centres of the compartments. 4. (1) The estimated total weight and the longitudinal and vertical centre of gravity of each such total weight of – (a) the passengers and their effects; and (b) the crew and their effects. (2) In estimating such centres of gravity, passengers and crew shall be assumed to be distributed about the ship in the spaces they will normally occupy, including the highest decks to which either or both have access. 5. (1) The estimated weight and the disposition and centre of gravity of the maximum amount of deck cargo which the ship may reasonably be expected to carry on an exposed deck. (2) In the case of deck cargo, the arrival condition shall include the weight of water likely to be absorbed by the cargo. (For timber deck cargo the weight of water absorbed shall be taken as 15 per cent of the weight when loaded.) 6. A diagram or scale showing – (a) the load line mark and load lines with particulars of the corresponding freeboards; and (b) the displacement, tonnes per centimetre immersion, and deadweight corresponding to a range of mean draughts extending between the waterline representing the deepest load line and the waterline of the ship in light condition. 7. (1) A diagram or tabular statement showing the hydrostatic particulars of the ship, including the heights of the transverse metacentre and the values of the moment to change trim one centimetre. These particulars shall be provided for a range of mean draughts extending at least between the waterline representing the deepest load line and the waterline of the ship in light condition. (2) Where a tabular statement is used to comply with subparagraph (1), the intervals between such draughts shall be sufficiently close to permit accurate interpolation. (3) In the case of ships having raked keels, the same datum for the heights of centres of buoyancy and metacentres shall be used as for the centres of gravity referred to in paragraphs 3, 4 and 5.
71
8. The effect on stability of free surface in each tank in the ship in which liquids may be carried, including an example to show how the metacentric height is to be corrected. 9. (1) A diagram or table showing cross curves of stability, covering the range of draughts referred to in paragraph 7(1). (2) The information shall indicate the height of the assumed axis from which the righting levers are measured and the trim which has been assumed. (3) In the case of ships having raked keels and where a datum other than the top of keel has been used, the position of the assumed axis shall be clearly defined. (4) Subject to subparagraph (5), only enclosed superstructures and efficient trunks as defined in paragraph 10 of Schedule 4 shall be taken into account in deriving such curves. (5) The following structures may be taken into account in deriving such curves if the Secretary of State is satisfied that their location, integrity and means of closure will contribute to the ship’s 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).
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(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 STATE’S OR THE ASSIGNING AUTHORITY’S 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.
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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.
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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
1
2
3
4
5
ACTUAL DRAUGHT DATE
6
7
MEAN FREEBOARD
8
9
SIGNATURE OF MASTER AND AN OFFICER
PLACE FORWARD
AFT
MEAN
ACTUAL (See notes 1&2)
CORRECTED (See note 3)
MASTER
AN OFFICER
Notes 1.
The actual mean freeboard (Column 6) is the mean of the freeboards on each side of the ship at the time when the ship is loaded and ready to leave.
2.
If the actual mean freeboard is less than the appropriate minimum saltwater freeboard as shown on the load line certificate there must be entered in Column 7 the corrected freeboard arrived at after making any allowances for density of water, rubbish to be discharged overboard and fuel, water and stores to be consumed on any stretch of river or inland water, being allowances duly entered in the ship’s official log-book.
3.
If the actual mean freeboard is greater than the appropriate salt water freeboard, Column 7 need not be filled in.
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Regulations 9, 12 and 14 SCHEDULE 8 UNITED KINGDOM LOAD LINE CERTIFICATES
UNITED KINGDOM LOAD LINE CERTIFICATE Issued under the provisions of the Merchant Shipping (Load Line) Regulations 1998 as amended under the authority of the Government of the United Kingdom of Great Britain and Northern Ireland by [official designation of the assigning authority]
PARTICULARS OF SHIP Name of Ship Distinctive Number or Letters Port of Registry Length (L) as defined by regulation 2 of the Merchant Shipping (Load Line) Regulations 1998 as amended Gross Tonnage Freeboard assigned as :
Tropical
Type of ship
Freeboard from deck line mm. (T)
Load line mm. above (S)
Summer
mm. (S)
Winter
mm. (W)
mm. below (S)
Winter North Atlantic
mm. (WNA)
mm. below (S)
Upper edge of line through centre of ring
Note: Freeboards and Load Lines which are not applicable need not be entered on the certificate.
Allowance for Fresh Water for all freeboards :
mm.
The upper edge of the deck line from which these freeboards are measured is
Date of initial or renewal survey 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.
This certificate is valid until accordance with those Regulations Issued at
subject to annual surveys in
on Signed An authorised official issuing the certificate
Name FORMERLY FRE2
1/4
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MSF 2001/REV 0500
Name of Ship
CONDITIONS:
ENDORSEMENT OF ANNUAL SURVEY 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 Name
Siganture of an authorised official
Place
Date Name
Siganture of an authorised official
Place
Date Name
Signature of an authorised official
Place
Date Name
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.
2/4
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Name of Ship Annual survey in accordance with Regulation 10(8)(c) THIS IS TO CERTIFY
that at an annual survey in accordance with Regulation 10(8)(c) of Merchant Shipping (Load Line) Regulations 1998, as amended , the ship was found to comply with the relevant requirements of those Regulations Place
Date Name
Signature of an authorised official
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
Signature of an authorised official
Endorsement where the renewal survey has been completed and Regulation 10 (4) applies The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998, as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be accepted as valid until
Place
Name Date
Signature of an authorised official
3/4
78
Name of Ship Endorsement to extend the validity of the certificate until reaching the port of survey or for a period of grace where Regulation 10 (5) or 10(6) applies This certificate shall, in accordance with Regulation 10(5)/10(6) * of the Merchant Shipping (Load Line) Regulations, as amended, be accepted as valid until
Place
Date Name
Signature of an authorised official
Endorsement for advancement of anniversary date where Regulation 10 (8) (a) applies In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as amended, the new anniversary date is
Place
Date Name
Signature of an authorised official
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
Signature of an authorised official
* Delete as appropriate 4/4
79
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 Environment, Transport and the Regions
PARTICULARS OF SHIP Name of Ship Distinctive Number or Letters Port of Registry Length (L) in metres as defined by Regulation 2 of the Merchant Shipping (Load Line) Regulations 1998, as amended.
Gross Tonnage
THIS IS TO CERTIFY That the above-mentioned ship is exempt under Regulation 5(2) of the Merchant Shipping (Load Line) Regulations 1998, as amended, from the following provisions of those Regulations:-
SUBJECT TO THE FOLLOWING CONDITIONS
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 Name
An authorised official of the Department of the Environment,Transport and the Regions
FORMERLY FRE4
1/4
80
MSF 2003/REV 0500
Name of Ship CONDITIONS (Continued):
ENDORSEMENT FOR ANNUAL SURVEYS 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. Place
Date
Signed
Name
An authorised official of the Department of the Environment,Transport and the Regions
Place
Date
Signed
Name
An authorised official of the Department of the Environment,Transport and the Regions
Place
Date
Signed
Name
An authorised official of the Department of the Environment,Transport and the Regions
Place
Date
Signed
Name
An authorised official of theDepartment of the Environment, Transport and the Regions
2/4
81
Name of Ship Annual survey in accordance with Regulation 10(8)(c) This is to certify that at an annual survey in accordance with Regulation 10(8)(c) of Merchant Shipping (Load Line) Regulations 1998, as amended, the ship was found to comply with the relevant requirements of those Regulations Place
Date Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement to extend the certificate if valid for less than 5 years where Regulation 10 (3) applies The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998, as amended, and this certificate shall, in accordance with Regulation 10 (3) of those Regulations, be accepted as valid until
Place
Date Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement where the renewal survey has been completed and Regulation 10 (4) applies The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998, as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be accepted as valid until
Place
Name Date
An authorised official of theDepartment of the Environment, Transport and the Regions
3/4
82
Name of Ship Endorsement to extend the validity of the certificate until reaching the port of survey or for a period of grace where Regulation 10 (5) or 10(6) applies This certificate shall, in accordance with Regulation 10(5)/10(6) * of the Merchant Shipping (Load Line) Regulations, as amended, be accepted as valid until
Place
Date Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement for advancement of anniversary date where Regulation 10 (8) (a) applies In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as amended, the new anniversary date is
Place
Date Name
An authorised official of the Department of the Environment, Transport and the Regions
In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as amended, the new anniversary date is
Place
Date Name
An authorised official of theDepartment of the Environment, Transport and the Regions
* delete as appropriate
4/4
83
84
REVISED CODE EFFECTIVE FROM 1 JUNE 2001
CODE OF CONDUCT for the MERCHANT NAVY Each time you sign on a new crew agreement you are agreeing to observe the Code of Conduct for the Merchant Navy. This Code has been agreed between the National Union of Marine, Aviation and Shipping Transport Officers (NUMAST), the National Union of Rail, Maritime and Transport Workers (RMT) and the Chamber of Shipping (CoS) and approved by the Maritime and Coastguard Agency. The Code is printed in this leaflet. Please read it carefully. Any questions you may have should be referred to your supervisor or head of department, or to an official of your union.
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.
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9. The following acts of misconduct, if proved to the reasonable satisfaction of the Master to have been committed, are those for which dismissal from the ship either immediately or at the end of the voyage will, according to the circumstances of the case, be considered appropriate apart from any legal action which may be called for: i) ii) iii) iv) v) vi) vii) viii)
assault; wilful damage to ship or any property on board; theft or possession of stolen property; possession of offensive weapons; persistent or wilful failure to perform duty; unlawful possession or distribution of drugs; conduct endangering the ship or persons on board; combination with others at sea to impede the progress of the voyage or navigation of the ship; ix) disobedience of orders relating to safety of the ship or any person on board; x) to be asleep on duty or fail to remain on duty, if such conduct would prejudice the safety of the ship or any person on board; xi) incapacity through the influence of drink or drugs to carry out duty to the prejudice of the safety of the ship or of any person on board; xii) to smoke, use a naked light or an unapproved electric torch in any part of a ship carrying dangerous cargo or stores where smoking or the use of naked lights or unapproved torches is prohibited; xiii) intimidation, coercion and/or interference with the work of other employees; xiv) behaviour which seriously detracts from the safe and/or efficient working of the ship; xv) conduct of a sexual nature, or other conduct based on sex affecting the dignity of women and men at work which is unwanted, unreasonable and offensive to the recipient; 6
xvi) behaviour which seriously detracts from the social wellbeing of any other person on board; xvii) causing or permitting unauthorised persons to be on board the ship whilst it is at sea; xviii) repeated commission of breaches of a lesser degree listed in Paragraph 11 after warnings have been given in accordance with the procedures in Paragraph 10. 10.
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
MARINE GUIDANCE NOTE
MGN 289 (M+F) 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. • A regulation regarding the disclosure of records is included, and clarification that MAIB has to keep in confidence statements and declarations from interested parties is given. • A regulation has been included which specifies that reports are not to be used in judicial proceedings for purposes of litigation or blame, unless a Court orders otherwise. • The powers of inspectors to exclude any person (except a professional legal adviser solely representing the interviewee) from an interview, if they have substantial reason to believe that the presence of that person would hamper the investigation, are outlined. • A regulation has been put in place enabling the inspector to ensure that a ship, crew and evidence involved in an accident remain accessible to inspectors until the process of collecting or preserving all evidence has been completed. • A closed-loop recommendations system has been introduced. It requires those addressed in MAIB recommendations to respond to those recommendations. The Chief Inspector will publish the status of implementation of recommendations annually.
1
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 MAIB’s 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 MAIB’s 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.
2
11.
Persons named in (9 and 10) above must, so far as is reasonably practicable, ensure that the circumstances of every accident are examined. A single report giving the findings of such an examination, stating any measures taken or proposed to prevent a recurrence, must be provided to the Chief Inspector as soon as is practicable, irrespective of any investigation that may be conducted by the MAIB.
12.
Persons named in (9 and 10) above must also, so far as is reasonably practicable, ensure that the circumstances of every serious injury (see definition at Annex B) are examined. A single report giving the findings of such an examination, stating any measures taken or proposed to prevent a recurrence, must be provided to the Chief Inspector within 14 days of the injury occurring.
13.
In addition, the following persons must report any accident of which they are aware to the Chief Inspector, by the quickest means available: the MCA if the accident was in United Kingdom waters; Harbour Authorities; and Inland Waterway Authorities within the United Kingdom.
14.
Reports should be sent by the quickest means available, including telephone, facsimile, telex or e-mail to the MAIB.
15.
The reporting requirements apply to merchant ships, fishing vessels, and vessels in commercial use for sport or pleasure.
16.
The reporting requirements also apply to hired recreational craft, together with boats of less than 8m in length in commercial use in harbours or on inland waterways, where the accident involves explosion, fire, death, major injury, capsize of a power-driven craft or boat, or pollution causing serious harm to the environment.
17.
The MAIB Incident Report Form (IRF) can be used to provide an initial report of any accident; it can also be used for serious injuries. It can be found on the MAIB website or obtained directly from the MAIB. Annex C section 3(2) contains advice on the information that is needed.
18.
The MAIB welcomes the voluntary reporting of accidents to or on pleasure craft used only for recreation purposes and not for commercial gain, but there is no statutory requirement for this.
19.
These Regulations are not intended to replace the requirements of the Port Marine Safety Code.
20.
Accidents involving divers whilst diving are not covered by the Regulations, and should not be reported to MAIB. Any such incident should be reported to the British Sub Aqua Club (BSAC).
21.
Accidents on board ships in ports, with the exception of those involving stevedores or shore-based workers, are covered by the Regulations and must be reported. Incidents involving shore-based workers should be reported to the Health and Safety Executive.
22.
Although there is no requirement to report hazardous incidents, the MAIB strongly urges any person to do so voluntarily, since useful lessons can always be learned. Examples are “nearmisses”, including failure of procedures in shipboard operations, material defects, fatigue, and human failures. The critical question in deciding whether or not to report an incident is whether it had the potential to lead to an accident. These reports should also be sent using an IRF, or if preferred, in narrative form. Many incidents occur which do not cause injury or damage, but have the potential to be hazardous or to have serious consequences.
23.
When making reports, whether on an IRF or in narrative, the content of the descriptive text is particularly important. Lessons can be learned from the positive as well as negative aspects. Details of actions taken to minimise the effects of the accident or, in the case of a hazardous incident, to prevent it developing into an accident, are particularly helpful. A description of actions taken or recommendations made to prevent a recurrence are also of value. Much is gained from the information provided by those most closely involved in the event at the time it occurred.
3
24.
Annex C, paragraphs (1) and (2) include a summary of reporting procedures, and details of the MAIB’s 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 vessel’s 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:
[email protected] Website: www.maib.gov.uk Published: 04/2005
ISO 9001:2000 FS 34835
© Crown Copyright 2005 MAIB is a part of the Department for Transport
Safer Lives, Safer Ships, Cleaner Seas 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.
2.
Accidents involving or occurring on board (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
3.
Accidents involving or occurring on board (a) Any ship within the jurisdiction of a harbour master or Queen's harbour master appointed, or required to be appointed (b) Any ship carrying passengers to or from a port in the United Kingdom must be reported to the MAIB under the Regulations.
4.
Accidents involving shore-based workers while a ship is in port or in a shipyard within the United Kingdom should be reported by the person's employer to the Health and Safety Executive. No report to the MAIB is required.
5.
Accidents involving divers whilst diving are not covered by the Regulations. Any such incident should be reported to the British Sub Aqua Club. No report to the MAIB is required.
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 boatswain’s 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) (b) (c) (d) (e) (f)
3.
any fracture, other than to a finger, thumb or toe; any loss of a limb or part of a limb; dislocation of the shoulder, hip, knee or spine; loss of sight, whether temporary or permanent; penetrating injury to the eye; or 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.
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 (includes Major Injury)
The master or senior surviving officer (being either the senior surviving officer in the deck 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.
An additional report must be sent to the MAIB using 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 On board examination of the circumstances of the serious injury required.
Hazardous Incident (non-specified)
No requirement
A report outlining the circumstances of the serious injury to be sent to the Chief Inspector within 14 days of the incident.
It is strongly recommended that a report (IRF or narrative) is sent to the MAIB.
* By ship’s safety officer, if one is carried.
10
2.
The MAIB’s address is: First Floor Carlton House Carlton Place Southampton SO15 2DZ United Kingdom Telephone: (Office hours) Telephone: (24 hours) Fax: Telex: E-mail: Internet:
3.
023 - 80 - 395500 (UK) + 44 - 23 - 80 - 395500 (Outside UK) 023 - 80 - 232527 (UK) + 44 - 23 - 80 - 232527 (Outside UK) 023 - 80 - 232459 (UK) + 44 - 23 - 80 - 232459 (Outside UK) 477917 MAIB SO G
[email protected] http://www.maib.gov.uk
Information needed in Reports (1) Initial reports of accidents should include as much of the following as possible: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l)
name of vessel and IMO, official or fishing vessel number; name and address of owners; name of the master, skipper or person in charge; date and time of the accident; where from and where bound; latitude and longitude or geographical position in which the accident occurred; part of ship where accident occurred if on board; weather conditions; name and port of registry of any other ship involved; number of people killed or injured together with their names, addresses and gender; 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. 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 MAIB’s 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 owner’s representative, and by the ship’s safety officer if one is carried. 4.
IRF’s are available on the MAIB’s website - www.maib.gov.uk
11
MSN-1768
28/8/03
2:13 am
Page 1
MERCHANT SHIPPING NOTICE
MSN 1768 (M+F) 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 - Doctor’s 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
1
MSN-1768
28/8/03
2:13 am
Page 2
2.2 The following vessels are excluded from the requirements of this Notice:
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.
•
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:
2.0 VESSEL CATEGORIES
any vessel which at the time it is being used is:
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 :
(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
Category A Seagoing or sea-fishing vessels with no limitation on length of trips.
(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
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.
(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
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.
(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.
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
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.
MSN-1768
28/8/03
2:13 am
Page 3
6.0 MEDICAL GUIDES AND RADIO MEDICAL ADVICE
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 passenger ships – Doctor’s Bag
6.1 The Ship Captain’s 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).
for
Annex 3
First Aid Kits
Annex 4
Requirements for ships carrying dangerous cargoes
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.
3.2 A checklist of all the medicines and equipment required by this MSN should be kept on board and reviewed annually. 4.0 MEDICINES FOR SHIPS DANGEROUS CARGOES
8.0 RESPONSIBILITIES OF THE EMPLOYER AND THE MASTER
CARRYING
OWNER,
8.1 Responsibility of the owner 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.
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 seafarer’s 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 seafarer’s efficiency, the reasonable expenses of this treatment shall be paid by the employer(s).
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 doctor’s bag. If a defibrillator is carried, MCA recommends that systems are in place to ensure regular maintenance of the equipment (in accordance with the manufacturer’s 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.
3
MSN-1768
28/8/03
2:13 am
Page 4
9.0 FURTHER INFORMATION
8.3 Responsibility of the Master
9.1 Further information on the contents of this Notice may be obtained from any MCA Marine Office or the Seafarer Health and Safety Branch at the address below :
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)
Seafarer Health and Safety Branch Maritime & Coastguard Agency 2/09 Spring Place 105 Commercial Road Southampton SO15 1EG www.mcga.gov.uk Tel: 023 80329249 Fax: 023 80329251 Email :
[email protected] MS 016/022/0140 August 2003 © Crown Copyright 2003
The MCA is an executive agency of the Department for Transport
Safer Lives, Safer Ships, Cleaner Seas 4
5
(a)
Cardio vascular analeptics Sympathomimetics
2 Statutory Treatment Requirements
Adrenaline / Epinephrine injection BP 0.5ml – adrenaline acid tartrate injection 1.0mg in 1ml (1 in 1000) and / or Epipen (Adrenaline 0.3mg)
3 Recommended Medicine and Dosage Strength Representing best practice.
5*
5
10*
5
-
-
4 Recommended quantity for 10 workers A B C
Is the reference number in EC Directive 92/29. This is included for identification of treatments when seeking or receiving radio medical advice from any European Community Member State. Is the statutorily required treatment which must be available to comply with the Regulations. Is the recommended medicine and dosage strength which MCA considers best complies with the statutorily required treatment. Owners and operators may substitute exact equivalents on the advice of a qualified medical practitioner or pharmacist, provided they are satisfied that an equivalent level of treatment is assured. Is the recommended quantity of medicine / equipment which MCA considers sufficient to provide treatment for 10 workers or for the crew of a lifeboat or life-raft. Recommended quantities (Column 4) will not always reflect standard packs. In this case the recommendation is for the nearest available dispensing sales pack above the minimum recommended quantity. This will ensure the patient information leaflet is enclosed.
1. Cardio Vascular
1 Ref. No.
Column 4
Column 2 Column 3
Column 1
In this Annex columns are as follows:
Owners and operators may, on the advice of a qualified medical practitioner or pharmacist, determine whether any additional or different quantities, products or equipment are required, taking into account the factors identified below and any other relevant consideration: the nature of the voyage and in particular ports of call, nature of the cargo, destination, number of crew, duration of voyage and type of work to be carried out during the voyage. For example, antimalarial drugs may be appropriate if a ship is operating in tropical areas. (see MGN 257 (M) for guidance on immunisations and anti-malaria medication).
2:13 am
For any items marked* the specified quantity is considered sufficient regardless of crew size.
(see definitions on Page 2 of the Notice)
28/8/03
MEDICAL STORES FOR VESSEL CATEGORIES A, B & C
ANNEX 1
MSN-1768 Page 5
Anti-haemorrhagics if there are women with potential for child bearing working on board (including utertonics).
(d)
6
(a) Cimetidine 400mg tablets Proprietary Antacid of choice
• Antacid mucous mixture
Atenolol 50mg tablets
i) Phytomenadione (Vitamin K1) paediatric injection (0.2ml ampoule) ii) Ergometrine 500mcg , Oxytocin 5 units (1ml ampoule) (Syntometrine)
i) 40mg tablets ii) 10mg in 1ml inj. (2ml ampoule)
Frusemide / Furosemide
• Histamine H2 receptor anti-ulcer antagonists
Medicines for gastric and duodenal disorders
2. Gastro intestinal system
Anti-hypertensive
Diuretics
(c)
Glyceryl Trinitrate Spray 400 micrograms / metered 200 dose aerosol and transdermal patches 5mg x 2
3 Recommended Medicine and Dosage Strength Representing best practice.
As reqd
60
As reqd
-
-
1*
2*
28
1*
28* -
2
1 unit
1*
28* 2
2
1 unit
-
-
-
-
-
-
-
1 unit
4 Recommended quantity for 10 workers A B C 2:13 am
(e)
Anti-angina preparations
2 Statutory Treatment Requirements 28/8/03
(b)
1 Ref. No.
MSN-1768 Page 6
7
Lubricant laxatives Anti-diarrhoeals Intestinal antiseptics
Haemorrhoid preparations
(c)
(d)
(e)
(f)
(a)
Analgesics, anti-pyretics and anti-inflammatory agents
3. Analgesics Anti – Spasmodics
Anti-emetics
60
iii) Hyoscine hydrobromide 0.3mg tablets
50
100 10
iii) Diclofenac sodium 50mg suppository
-
50
As reqd
Use 7(b) 7(a)ii 7(e)
30
-
100
As reqd
Use 7(b) 7(a)ii 7(e)
30
12
60
60
-
50*
i) Paracetamol 500mg tablets and ii) Ibuprofen 400mg tablets
Proprietary preparation of choice
i) Trimethoprim 200mg tablets ii) Ciprofloxacin 500mg tablets iii) Metronidazole 400mg tablets
Loperamide 2mg capsules
Glycerol Suppository mould 4mg
60
10*
ii) Promethazine hydrochloride 25mg per ml (1ml ampoules)
or Cinnarizine 15mg
50*
-
50
50
-
-
30
-
60
60
-
-
4 Recommended quantity for 10 workers A B C
i) Prochlorperazine maleate 3mg buccal tablets
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
(b)
2 Statutory Treatment Requirements
28/8/03
1 Ref. No.
MSN-1768 Page 7
Spasmolytics
(c)
8 Seasickness remedies
Anti-epileptics
(c)
(d)
(a)
H1 Anti-histamines
5. Anti-allergics and Anti-anaphylactics
Neuroleptics
Anxiolitics
(b)
(a)
Cetrirzine 10mg tablets
Diazepam rectal dispenser 10mg in 2.5ml
Hyoscine hydrobromide 0.3mg tablets or Cinnarizine 15mg
30*
5
Use 2b(iii)
28*
ii) Chlorpromazine hydrochloride 25mg tablets
30*
5
Use 2b(iii)
28*
-
-
28* 5*
-
56
5*
i) Chlorpromazine hydrochloride 25mg injection
i) Diazemuls injection 5mg per ml, (2ml ampoules) ii) Diazepam 5mg tablets
56
10
10
Hyoscine butylbromide 10mg tablets.
10
10
ii) Morphine Sulphate 10mg in 1ml injection (1ml ampoule) or Nalbuphine 10mg in 1ml injection
28
28
-
-
Use 2b(iii)
-
-
-
-
-
-
-
-
4 Recommended quantity for 10 workers A B C
i) Codeine Phosphate 30mg tablets
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
4. Nervous system
Powerful analgesics
2 Statutory Treatment Requirements 28/8/03
(b)
1 Ref. No.
MSN-1768 Page 8
9 Anti-tussives Medicines used for colds and sinusitis
(c)
Bronchospasm preparations
(b)
(a)
6. Respiratory System
Injectable /oral glucocorticoids
Paracetamol 500mg tablets or Proprietary cold remedy
Use 3a(i) As reqd
As reqd
As reqd
1
1
28
1
Use 3a(i)
As reqd
1
ii) Beclomethasone 100 micrograms per metered dose inhaler Proprietary cough mixture
1
28
ii) Prednisolone 5mg tablets
i) Salbutamol inhaler 100 micrograms per metered dose. 200 dose inhaler with volumatic
3
-
-
-
-
-
-
-
4 Recommended quantity for 10 workers A B C
i) Hydrocortisone injection powder for reconstitution 100mg vial with 2ml water for injection / ready diluted 100mg in 1ml injection
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
(b)
2 Statutory Treatment Requirements
28/8/03
1 Ref. No.
MSN-1768 Page 9
10 Anti-bacterial / Urinary antiseptics Anti-parasitics Intestinal anti-infectives
Anti-tetanus vaccines and immunoglobulin
(d)
(e)
(f)
Antibiotics
20
28
iii) Cefuroxime injection 750mg vial and water for injection iv) Erythromycin 250mg tablets
5*
1*
ii) Tetanus Immunoglobulin ampoule for injection
21
Metronidazole 500mg or 400mg tablets i) Tetanus Vaccine (0.5ml ampoule) or Tetanus & Diphtheria Vaccine
10
6*
14
Metronidazole suppositories 1g
Mebendazole 100mg tablets
Trimethoprim 200mg tablets
8
20
ii) Ciprofloxacin (as hydrochloride) 500mg tablets
v) Doxycycline 100mg capsules
10
-
1*
21
-
6*
14
-
28
-
10
2
-
-
-
-
-
-
-
-
-
-
-
4 Recommended quantity for 10 workers A B C
i) Benzylpenicillin – benzylpenicillin sodium 600mg injection (powder for reconstitution in a rubber capped and metal topped vial) and water for injection 2ml
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
(b) (c)
(a)
2 Statutory Treatment Requirements 28/8/03
7. Anti-infection
1 Ref. No.
MSN-1768 Page 10
3 Recommended Medicine and Dosage Strength Representing best practice.
(a)
11
}
2 -
i) Hydrocortisone 1% cream 15g tube ii) Proprietary NSAID gel /ointment i) Benzoic ointment BP 50mg(benzoic acid 6%; salicylic acid 3%, in emulsifying ointment 15g ii) Miconazole nitrate 2% topical cream 30g iii) Clotrimazole 500mg pressary (if women onboard). i) Silver Sulphadiazine 1% cream 50g tube ii) Proprietary antiseptic cream
Anti-inflammatory and analgesic ointments
Anti-mycotic skin creams
Burn preparations
1 1
2 2
-
1
1
As reqd
1
1* bottle or 1 pack wipes
1 Box (16-20)
3
2 As reqd
1
Neomycin / Bacitracin cream 15g tube
Antibiotic ointments
1* bottle or 1 pack wipes
1 Box (16-20)
100ml solution or pre-impregnated wipes containing 0.015% w/v chlorhexidine and 0.15% w/v cetrimide
{
Sodium chloride & dextrose rehydration salts sachets of Oral Rehydration Salts, Formula A. BP Oral powder in sachet to provide Na=35mmol, K=20mmol, Cl-37mmol, HCO3= 18mmol and glucose 200mmol when reconstituted in a litre of water or Proprietary equivalent e.g. Dioralyte
Antiseptic solutions
Skin Medicines
9. Medicines for external use
WHO Generic Formula
1
-
-
-
As reqd
-
1* bottle or 1 pack wipes
-
4 Recommended quantity for 10 workers A B C 2:13 am
8. Compounds promoting rehydration, caloric intake and plasma expansion
2 Statutory Treatment Requirements
28/8/03
1 Ref. No.
MSN-1768 Page 11
12
(c)
Amethocaine hydrochloride 0.5% 0.5ml Pilocarpine nitrate 2% 0.5ml Fluorescein sodium 1% 0.5ml (for detection of foreign bodies / scratches / ulcers)
- Anaesthetic drops - Hypotonic drops - Diagnostic drops
Antibiotic / anti inflammatory solution
Antibiotic eardrops containing in each ml; neomycin 3,400 units, polymixin B sulphate 10,000 units, hydrocortisone 50mg (5ml dropper bottle)
Dexamethasone sodium phosphate 0.1% 0.5ml
- Anti-inflammatory drops
Ear/ Nasal Medicines
Neomycin sulphate 0.5% 0.5ml
All eye drops are recommended in Minim (single dose) form:
1*
20
20
20
20
20
4
1*
iii) Potassium permanganate crystals 10g container / Permitabs pack
Chloramphenicol 1% 4g tube
1*
ii) Zinc ointment, BP (containing zinc oxide 15%) 25g
- Antibiotic drops
- Antibiotic ointment
2*
1*
20
20
20
20
20
1
-
-
-
-
-
-
-
-
-
-
-
-
-
4 Recommended quantity for 10 workers A B C
i) Permethrin 1% in a base containing isopropylalcohol 20% Cream Rinse
Miscellaneous skin preparations
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
Eye Medicines
2 Statutory Treatment Requirements 28/8/03
(b)
1 Ref. No.
MSN-1768 Page 12
(e)
1 1*
i) Proprietary gel e.g. Bonjela ii) Oil of Cloves 10ml
Dental anaesthetics and antiseptic mixtures
1
Lignocaine / Lidscaine gel 2%, chlorlexidine 0.25% in lubricant (syringe)
Local anaesthetic gel
5
1
Lignocaine / Lidocaine
Chlorhexidine gluconate 0.2% mouthwash 300 ml
1*
13
1*
1
-
5
1
1*
-
-
-
-
-
-
4 Recommended quantity for 10 workers A B C
Local anaesthetics given by subcutaneous injection hydrochloride 1% 50mg in 5ml for injection
Local anaesthetics
Antibiotic or antiseptic mouthwashes
Medicines for oral and throat infections
Decongestant solution : Ephedrine nasal drops BP 0.5% ephedrine hydrochloride (10ml bottle)
3 Recommended Medicine and Dosage Strength Representing best practice. 2:13 am
(d)
2 Statutory Treatment Requirements
28/8/03
1 Ref. No.
MSN-1768 Page 13
14
Disposable skin stapler /or suture kit (including staple remover)
2) Sterile absorbable sutures swaged to a half circle needle 1 size e.g. 26mm
2 sizes e.g. 16mm & 26mm
1) Sterile non-absorbable sutures swaged to a half circle needle with a cutting edge
Pocket face mask with valve and O2 inlet Guedal Airway Sizes 3 & 4
Equipment for mouth to mouth resuscitation
2. Dressing and suturing equipment
Aspirator to clear airways (manual, hand operated) + 2 catheters
Mechanical aspirator to clear upper respiratory passages
1) Oxygen reservoir (e.g. D Size 300ltr cylinder) 2) 1 flow meter unit giving a minimum setting of not less than 4ltrs per minute 3) 1 pressure regulating unit 4) 1 set of tubing 5) 5 x 24% oxygen disposable face masks 6) 5 x high concentration oxygen disposable face masks with a reservoir. Each part constructed so that it can only be assembled in the correct manner
Oxygen giving set comprising of the following:-
3
6
1 1
1
1
A
-
-
1 1
1
1
Quantity B
-
-
1 -
-
-
C
2:13 am
Appliance for the administration of oxygen
1. Resuscitation Equipment
Recommended Specification
28/8/03
Statutory Requirements
MEDICAL EQUIPMENT
MSN-1768 Page 14
15 5
Disposable razors
Reactive strips for urine analysis
Disposable tongue depressors
1 pack
10
1
Needle forceps
4. Examination and monitoring equipment
1
Haemostatic clamps
e.g. Mulistix
toothed
Dissecting forceps
1
1 1
Stainless steel dressing scissors Sharp pointed scissors
Scissors
2 1
e.g. 10 blades
Stainless steel instrument box
Disposable scalpels
3. Instruments
40
10
Paraffin gauze dressings, size 10cm x 10cm
Packet containing 5 sterile gauze pads size 7.5cm x 7.5cm
Sterile gauze swabs
6
4
75mm adhesive suture strips
Adhesive sutures
5 5 4
Triangular sling / bandage
(1) medium, No.1 (12x10) cm (2) large, No.2 (20x15) cm (3) extra large, No.3 (28x20) cm
Sterile bandages with unmedicated dressings (Ambulance dressings)
40
1
Assorted sterile
Adhesive dressings
25prs
Sterile sheet for burns victims
Latex free, vinyl
Disposable gloves
1
4
Crepe bandage 7.5cm x 4m 20m length with applicator
Adhesive elastic bandage 7.5cm x 4m
-
10
-
-
1
1
1 1
1
-
10
4
1
5
6
3 3 2
40
25prs
1
4
Quantity B 1
-
-
-
-
-
-
-
-
-
-
-
-
1
6
2 2 1
20
5prs
-
-
C 1
2:13 am
Tubular gauze bandage, for finger dressings
Adhesive elastic bandage
A 4
Recommended Specification
28/8/03
Statutory Requirements
MSN-1768 Page 15
Strong glass or plastic with airtight lid
Specimen jars
16 2ml, 5ml, 10ml (21G) 0.8mm and (25G) 0.5mm 1 litre size 1) Foley type 16 Charriere guage, 5 ml balloon (short / medium term use in adults) 2) Nelaton size 16 Charriere guage (with no balloon) 3) Penile sheath set
Disposable syringes
Disposable hypodermic needles
"Sharps" disposal box
Catheter
1
Icebag
1 1
With fabric cover
Hot water bottle
-
-
-
-
-
1 1
1
-
1
15
5 of each
-
-
-
-
-
1
1
1
1
1
1
30
10 of each
Use 5 (1)
1
1
Urine bottle (urinal)
(stainless steel or sterilisable plastic)
Bedpan
6. General Medical Equipment
Use bladder drainage set
Bladder drainage set (including bag, spigots and tube)
Urine drainage bag
Rectal drip set
Bladder drainage
5. Equipment for injection, perfusion, puncture and catheterization
50 ml with blank labels
2
Disposable
Sputum cup with cover 2
3 1
Hypothermic thermometer low reading rectal thermometer
1
Aneroid sphygmomanometer
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
C 2:13 am
Standard clinical thermometer
1
Stethoscope
1
1 pad When women on board
Medical evaluation reports
Quantity B 1 pad
28/8/03
Pregnancy test kit
Temperature charts
Recommended Specification A 1 pad
Statutory Requirements
MSN-1768 Page 16
e.g. Thomas splint, Donway etc. Adult size pack of 3, small, medium and large or adjustable collar
Thigh splint - (Traction)
Collar for neck immobilisation – (semi-rigid)
17 1 1 6
Kidney dish (size 250mm stainless steel or sterilisable plastic)
Safety pins, rustless medium
Latex free sterile surgical disposable gloves (large)
Lotion bowl (size at least 200mm x 90mm, stainless steel or sterilisable plastic, to be marked "medical")
100 5prs
Disposable paper towels
2
1
Plastic measuring jug 1/2 litre size
Waterproof plastic sheeting, size 1m x 2m
6
A
5
5
1
Face masks disposable
Recommended Additional Equipment
In liquid form - litres
Liquid insecticide Powder insecticide
RECOMMENDED ADDITIONAL MEDICAL EQUIPMENT
In liquid form - litres
Water – disinfection compound
8. Disinfection, Disinsectization and Prophylaxis
1
Splints – simple, vacuum (inflatable only if others unavailable) 1
1 Set of four (half leg, full leg, half arm and full arm)
Malleable forearm and hand splint
1
Malleable finger splint
A
6
-
-
1
5prs
100
1
6
B
Quantity
-
-
1
1
1
1
1
Quantity B
6
-
-
-
-
-
-
-
C
-
-
-
-
-
-
-
C
2:13 am
7. Immobilization and setting equipment
Recommended Specification
28/8/03
Statutory Requirements
MSN-1768 Page 17
1 -
Nail brush
Stretcher equipment (A system for trauma management, i.e. immobilisation and stretcher equipment most suited
18
1
Plastic burn bags
Each kit to contain the following : (1) 10 x 2 ml syringes (2) 10 x 10 ml syringes (3) 20 x 21G 0.8mm needles (4) 1 blood giving set (5) 1 blood taking set (6) pack of pre injection site swabs (7) Disposable latex free gloves 2 pairs (large size)
(To be kept in heavy gauge polythene bag, and labelled "to be used only for the treatment of…." Insert the name of the seafarer going ashore for emergency treatment).
-
10
Sterile paraffin gauze dressings
-
4
Kit for protection against blood transmitted diseases (to be carried in all vessels trading in malarial areas where medical facilities are limited and emergency shore based treatment is necessary)
1pr
-
Triangular bandages about 90cm x 127cm
1
-
5
1
-
Scissors stainless steel or disposable
4) Cavit (temporary dental filling) tube
3) Dental mirror size 4 on handle
2) Filling paste inserter (for inserting filling paste into the tooth)
1 Set of all items
5
Vessels in malarial areas only – microscope slides in individual transit containers
1) Excavator double ended Guys’ pattern G2
1
Body bag – large size
1
1
1
C 2:13 am
for treatment on the vessel concerned)
1
A
Quantity B
28/8/03
Magnifying glass 7.5cm diameter with handle
Recommended Additional Equipment
MSN-1768 Page 18
MSN-1768
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2:13 am
Page 19
ANNEX 2
ADDITIONAL REQUIREMENTS FOR PASSENGER VESSELS Doctor’s Bag 1.
A Doctor’s 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 Doctor’s 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 Doctor’s 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 ship’s Controlled Drugs Register. (See Annex 9)
5.
A doctor or other authorised person using the Doctor’s 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 DOCTOR’S BAG
Item
Ordering Size
Quantity Required
Adrenaline / Epinephrine Adrenaline tartrate injection (1 in 1,000) 1.0mg in 1ml
1ml ampoule
5
Aminophylline Aminophylline injection 25mg in 1ml
10ml ampoule
5
Aspirin Dispersible aspirin 300 mg
300mg tablets
50
600micrograms / ml 1ml ampoule
5
100 micrograms/ 200 metered doses
1
1g injection vial for reconstitution
4
25mg in 1ml ampoule
1
Atropine Atropine sulphate Beclomethasone Diproponate Beclomethasone diproponate
+ SPACER
3rd Generation Cephalosporin Cefotaxime Chlorpromazine Chlorpromazine hydrochloride injection
Injection 50mg in 1ml ampoule
Cyclizine Cyclizine lactate
19
2
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2:13 am
Page 20
Item
Ordering Size
Quantity Required
Diazepam Diazemuls injection 5mg in 1ml
2ml ampoule
5
Frusemide / Furosemide Frusemide injection 10mg in 1ml
2ml ampoule
5
Glucagon Glucagon injection 1mg with diluent
1ml pre-filled syringe
1
1 ltr
1
50ml ampoule
2
100mg vial
1
Insulin Insulin injection, soluble, 100 units per ml
10ml vial
1
Modified Gelatine Infusion solution (for plasma substitution)
500ml container
2
Morphine Morphine sulphate
10mg/ml 1ml ampoule
5
Normal Saline 0.9%
1 ltr
2
250mg / 5ml
1 bottle
5mg tablet
28
200 inhalations
1
Glucose Glucose intravenous infusion 5% Glucose 50% Intravenous injection Hydrocortisone Hydrocortisone sodium succinate powder for constitution with diluent.
Paediatric Paracetamol elixir Prednisolone Prednisolone Salbutomal Salbutamol aerosol inhaler unit, giving 100 micrograms per metered inhalation + SPACER
20
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2:13 am
Page 21
Item
Ordering Size
Quantity Required
EQUIPMENT Aneroid sphygmomanometer
1
First aid kit
1
Glucose in blood 1) Blood test sticks – glucose colomimetric 2) Blood lancets – sterile
10 10 Size 1 (Adult sizes already in ships medical stores)
1
Intravenous infusion cannula with luer-lok injection port in a sterile pack
1) cannula size 16G (1.7mm x 45mm)
2
IV giving set with filter
2) cannula size 18G (1.2 mm x 45 mm)
2
Guedel Airway
Intravenous Infusion Giving Sets with Cannulae
Manual suction pump with two yankauer suction catheters and two flexible catheters FG 14 size
1
Oxygen Resuscitator (disposable) 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)
1
With valve and O2 inlet
Pocket mask
1
Stethoscope
1
Swabs Alcohol impregnated swabs, sterile
50
Syringe and Needle, Hypodermic, Pack 1) 2ml syringe with 0.8mm (21G) x 4cm needle 2) 20ml syringe with 0.8mm (21G) x 4cm needle 3) 1 ml insulin syringe 100 units with 0.4mm (27G) x 12mm needle
2 2 2
Note: In addition to the statutory requirements for inclusion in the Doctor’s Bag as detailed above, the attention of operators is also drawn to the International Maritime Organization’s 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 Doctor’s Bag. Copies of Circular MSC/Circ 1042 are available from the International Maritime Organization www.imo.org.
21
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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. A first aid kit is to be included in the Doctor’s Bag. (Annex 2). The first aid kit should include the following items, kept in a portable waterproof container. (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
4 x triangular bandages 6 x medium sterile bandages with unmedicated dressings 2 x large sterile bandages with unmedicated dressings 2 x extra large unmedicated dressings 6 medium safety pins, rustless 20 assorted elastic adhesive dressings medicated 2 x sterile eye pads with attachment 2 x packages containing sterile gauze swabs 5 pairs large size disposable latex-free examination gloves sterile eye wash in eye wash bottle
The Merchant Shipping and Fishing Vessel (Medical Stores) Regulations 1995 do not apply to vessels operating on inland waters, as defined in MSN 1758(M). However, the HSE Health and Safety (First Aid) Regulations 1981 do apply and the HSE Approved Code of Practice for First Aid at Work should be followed.
22
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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. -
3.
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.
The quantities of any medicines need to be carried aboard should be based on an estimate of risks, taking into account such factors as number of crew, length of voyage and risk of accidental exposure.
Ferries 4.
Whether or not the vessel is required to carry Category A or B stores, ferries or similar vessels whose operating arrangements do not allow sufficient forewarning of the nature of any dangerous substances which might be transported on them, must carry at least the antidotes and equipment listed below : Antidotes : - General - Cardio vascular - Gastro – intestinal system - Nervous system - Anti-infective - For external use Equipment : for the administration of oxygen.
Where these substances are already included in the ship’s medical store, separate stocks are not necessarily required. EC Directive 92/29/EEC provides that on a regular route where the crossing is due to last less than two hours, the antidotes may be limited to those which have to be administered in cases of extreme emergency within the period of time not exceeding the normal duration of crossing.
23
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Page 24
ANNEX 5
MEDICAL GUIDES TO BE CARRIED AND RADIO MEDICAL ADVICE
Vessel Category
Publication
Category A
Controlled Drugs Register Ship Captain’s Medical Guide
Category B
Ship Captain’s Medical Guide
Category C
First Aid Manual (St John’s, Red Cross or St Andrew’s) or First Aid Instructions, in English on waterproof paper (Lifeboats and Life-rafts only)
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
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Page 25
ANNEX 6
PRECAUTIONS AGAINST MALARIA 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.
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 Captain’s 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
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Page 26
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 A seafarer 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 A includes 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 Anne’s Gate, London SW1H 9AT. A ship 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 ship’s complement or under licence from the Home Office. The only controlled Class A drug listed is morphine sulphate in Category A vessels and in the doctor’s bag.
26
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Page 27
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 - 25º centigrade. Some of the drugs should be kept under refrigeration, 2 - 5º 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 A and 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. A receipt 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
Adrenaline (Epinephrine) Injection 0.5ml (1 in 1000)
Heart stimulant Anaphalaptic shock (Severe allergy with collapse)
Type of Drug / Uses
Glyceryl Trinitrate (GTN) Spray 400 microgm metered dose
Anti-angina (heart pain) suspected heart attack or heart pain
28 Frusemide 40mg tablets Frusemide 20mg in 2ml Anti-haemorrhage drug for new born babies Anti-haemorrhage drug used immediately after delivery of baby or for bleeding after miscarriage
Phytomenadione (Vit K) paediactric inj Ergometrine with Oxytocin 500 micrograms / 5 units
Diuretic (water tablet) swelling / fluid retention breathlessness due to heart failure
Atenolol 50mg tablets
Anti-hypertension (high BP) drug, may be useful for angina also
Cimetidine 400mg tablets
Side effects : Few at normal doses for short periods
(a)
2. Gastro-intestinal Anti-acid drug for heartburn, dyspepsia, stomach and duodenal ulcers
Side effects: Tiredness, slow pulse, low blood pressure, heart failure
(e)
Side effects: Nausea, vomiting, headache, dizziness, abdominal pain.
(d)
Side effects: Few in short term, low dose use.
(c)
Side effects: Throbbing headache, flushing, dizziness, faintness, low blood pressure
(b)
Side effects : Anxiety, tremor, high blood pressure, rapid irregular heart beat. Only use in severely ill, collapsed patients with loss of blood pressure / severe breathing problems.
(a)
1. Cardio-Vascular
Drug
400mg (1 tab) twice daily
50mg (1 tab) once daily
1ml (1amp) by IM inj single dose
0.2ml (1amp) by IM inj single dose
40mg (1 tab) once daily, 2ml by IM inj.
1-2 sprays under tongue
0.5 to 1.0ml by IM inj.
Doses / Route
2:13 am
Ref. No.
28/8/03
The side effects listed are a guide only. This list is not comprehensive. The common or important side effects only are listed. If a drug might be causing a problem, which is not listed seek Radio Medical Advice.
This table is a brief guide to the drugs detailed in this M Notice and is designed to be used in conjunction with the Ship Captain’s Medical Guide.
USE OF MEDICINES
MSN-1768 Page 28
Anti-sickness tablet
Anti-sickness drug and anti-histamine useful for severe motion sickness and for severe allergic reactions
Anti-sickness drug used for sickness due to ear problems (vertigo), drugs e.g. morphine
29 Loperamide 2mg tablets
(d)
Paracetamol 500mg tablets
"Simple" painkiller suitable for most mild to moderate pain.
Control of diarrhoea
Lubricant laxative used to encourage passage of stools
Anti sickness drug used for motion sickness
Anti-inflammatory painkiller, suitable for headache, limb pain
Side effects: Stomach pains, nausea, wheeziness. Do not give if patient has stomach / duodenal ulcer or asthma
Ibuprofen 400mg
Side effects : Few at correct dose, very dangerous in overdose & poisonous to liver
(a)
3. Analgesics and antispasmodics
Side effects : Drowsiness, dizziness, abdominal cramps
Glycerol Suppository
(c)
Side effects: Fatigue, dry mouth, blurred vision
Cinnarizine 15mg
Side effects: Drowsiness, dry mouth, dizziness blurred vision
Hyoscine Hydrobromide 0.3mg tablets
Side effects : Drowsiness, dry mouth, blurred vision
Promethazine 25 mg injection
Side effects : Dry mouth, blurred vision, rapid pulse
Prochlorperazine 3mg buccal tablets
Proprietary anti-indigestion preparations for heart burn, Dyspepsia etc.
Antacid Drugs – e.g. Mist Magnesium Trisilicate
400mg (1 tab) 8 hourly
1gm (2 tabs) 4 hourly
4mg initially then 2mg after each loose stool
1 suppos. inserted in the rectum
15mg (1 tab) 8 hourly
0.3mg (1 tab) 6 hourly max 3 in 24hrs
25mg (1 amp) by IM inj
3mg (1 tab) under tongue twice daily
As instructions with package.
Doses / Route
2:13 am
(b)
Type of Drug / Uses
Drug
28/8/03
Ref. No.
MSN-1768 Page 29
Type of Drug / Uses Anti-inflammatory painkiller suitable for most pain, especially bone, joint and muscle pain
Drug Diclofenac 50mg suppository
Codeine phosphate 30mg tablets
Strong painkiller suitable for moderate to severe pain.
Hyoscine butylbromide 10mg tablets
Very strong painkiller suitable for all severe pain
Anti-spasmodic for treatment of abdominal cramps and colic
30 Diazepam / Diazemuls 10mg injection (2mls) 10mg tablets
Anti-anxiety, sedation medication. Can help with muscle spasm in injury and low back pain
Chlorpromazine hydrochloride 25mg injection 25mg tablets
Anti-psychosis (acute madness) drug. Sedates and controls symptoms in acute psychosis especially violent or disturbed patients
Side effects : See 4 (a)
Anti-epileptic medication used to control fits
(d)
Diazepam rectal dispenser 10mg
Hyoscine hydrobromide / Cinnarizine
(c)
Side effects : Drowsiness, dry mouth, retention of urine. Acute spasms or twitches. If occur reduce dose or stop treatment.
(b)
Side effects : Drowsiness, light headedness, confusion, headache, respiratory depression. Avoid with strong painkillers.
(a)
4. Nervous system
Side effects : Nausea, vomiting, drowsiness, respitatory depression in overdose or if used inappropriately. Avoid in head, chest injury if possible
Morphine sulphate 10mg injection
Side effects : Dry mouth, fast pulse, blurred vision
(c)
10mg per rectum up to a maximum of 2 doses
See 2b
25mg by IM injection, 8 hourly or 25mg tablet 8 hourly
5-10mg by IM injection 5-10mg tablet, 4 hourly up to a maximum of 30mg per day
10mg (1 amp) 4-6 hourly by IM inj
10-20mg (1-2 tabs) 6 hourly
30mg (1 tab) 6 hourly
2:13 am
Side effects : Nausea, vomiting, constipation, respiratory depression in overdose
(b)
50mg (up to 3 via the rectum daily)
Doses / Route
28/8/03
Side effects : Stomach pains, nausea, wheeziness. Do not give if patient has stomach / duodenal ulcer or asthma.
Ref. No.
MSN-1768 Page 30
Anti-allergy medication useful in controlling itching rashes and hay fever like symptoms due to allergy
Hydrocortisone 100mg injection (has to be made up in 2mls)
31 Salbutamol inhaler 100 microg ram metered dose
Paracetamol
Benzlpenicillin 600mg (1 mega unit) injection (has to be made up in 2mls of water for injection)
First line antibiotic for serious infections such as cellulitis and meningitis
See 3(c)
Anti-asthma steroid taken by inhalation usually with salbutamol
Anti-bronchospasm (wheeze) drug used to treat asthma and allergic wheezing
Anti-allergy steroid also essential treatment of acute asthma.
Anti-allergy steroid for serious allergies causing severe symptoms or collapse
Side effects : Few unless patient allergic to Penicillins. Always check before giving if possible
(a)
7. Anti-infection
(c)
Side effects : Few in correct dose for short periods
Beclomethasone / Beclometasone 100 microgm metered dose
Side effects : Tremor, headache, increased pulse rate
(a)
6. Respiratory system
Side effects : Few for single dose or short course
Prednisolone 5mg tablets
Side effects : Few for single dose or short course
(b)
Side effects : Drowsiness and slowed reactions (less than older anti-histamines).
Cetirizine 10mg tablets
Type of Drug / Uses
600 to 1200 mg by IM inj, 6 hourly
200 microgms (2 puffs) 3-4 times daily
200 microgms (2 puffs) 3-4 times daily
5 – 20mg once daily more in severe asthma
100mg by IM injection, 8 hourly if repeated
10mg once daily only
Doses / Route
2:13 am
(a)
5. Anti-allergic and anti-anaphylactics
Drug
28/8/03
Ref. No.
MSN-1768 Page 31
Type of Drug / Uses Broad spectrum (general purpose) antibiotic
Drug Ciprofloxacin hydrochloride 500mg tablets Broad spectrum antibiotic, useful to protect against infection in major wounds
General purpose antibiotic, useful in penicillin allergic patients Antibiotic useful for sexually transmitted diseases and sinusitis
Trimethoprim 200mg tablets Mebendazole 100mg tablets
32 Metronidazole 1g suppositories 400mg tablets / 500mg tablets
Antibiotic and anti-protazoal e.g trichomonas and amoebic infections. Useful to gut related infections.
Anti-parasite drug for treatment of gut infestation e.g. threadworms
Antibiotic useful for treatment of urinary tract infection and bronchitis
Tetanus vaccine 0.5ml injection (+ Diphtheria vaccine)
For protection against tetanus infection either in unprotected or as a booster after injury
Side effects : Nil.
Oral rehydration salts sachets
8. Compound promoting rehydration
Tetanus Immunoglobulin ampoule for injection
Used to treat dehydration in vomiting and diarrhoea or severe illness
Used to protect against tetanus in high risk wounds e.g. agricultural injury in un-vaccinated patients
Side effects : Rare if not had vaccine for more than one year. Not required if vaccinated within ten years.
(f)
Side effect : Nausea, vomiting, unpleasant taste, rashes. Avoid alcohol
(e)
Side effects : Rare
(d)
Side effect : Nausea, vomiting and diarrhoea, rashes
(c)
Side effect : Nausea, vomiting, diarrhoea, rashes, headache
Doxycycline 100mg capsules
Side effects : Nausea, diarrhoea, abdominal pain, rashes, allergic reaction. Care when used in Penicillin allergic patients
Erythromycin 250mg tablets
Follow instructions on sachet
1 ampoule by IM inj
0.5ml by IM or deep subcutaneous inj
1mg per rectum or 400 / 500mg by mouth, 8 hourly
100mg single dose
200mg twice daily
100mg once daily
250-500mg, 6 hourly
750mg by IM inj, 8 hourly
2:13 am
Side effects : Nausea, diarrhoea, abdominal pain, rashes, allergic reaction. Care when used in penicillin allergic patients
Cefuroxime 750mg injection
500mg twice daily
Doses / Route
28/8/03
Side effects : Nausea, diarrhoea, abdominal pain, rashes, allergic reaction
Ref. No.
MSN-1768 Page 32
Anti-inflammatory weak steroid cream. Useful in eczema type rashes, allergic rashes, bites etc.
For cleaning skin wounds and disinfection
33 Anti-bacterial cream for protection against infection in burns.
Treatment of vaginal or vulval thrush
Anti-fungal cream for treatment of ringworm etc.
Anti-fungal ointment for treatment of athletes foot, ringworm etc.
Side effects : Nil in normal use. Contains animal fat.
Zinc ointment BP 25mg tube
Moisturising ointment for dry skin conditions
Side effects : Allergic reactions, burning, itching, Unusual.
Silver sulphadiazine 1% cream 50gm tube
Side effects: Rare / nil in normal use
Clotrimazole 500mg pessary
Side effects : Rare / nil in normal use
Miconazole nitrate 2% cream 30gm tube
Side effects : Rare / nil in normal use
Benzoic acid Compound BP ointment 15mg tube
Side effects : Encourages spread of infection do not apply to broken skin or rashes due to skin infection e.g. ringworm
Hydrocortisone cream 1% 15mg tube
Side effects : Nil unless applied to large areas
Antiseptic solutions or wipes
Type of Drug / Uses
Applied to affected area.
Applied to burn in burn bag, under dressing or alone. Cleaned off at dressing changes and re-applied.
Insert 1 pessary (single dose)
Applied to infected area twice a day
Applied to infected area twice a day
Applied to affected area sparingly, no more than three times per day
Follow instructions on bottle / packaging
Doses / Route
2:13 am
(a)
9. Medicines for external use
Drug
28/8/03
Ref. No.
MSN-1768 Page 33
Type of Drug / Uses For cleansing and deodorising oozing wounds or skin rashes.
Drug Potassium permanganate crystals 10g container / tablets
Neomycin sulphate 0.5% eye drops
34
Local anaesthetic drops for eye. Useful for numbing eye before removing foreign bodies and for acute pain e.g. in arc eye
Treatment of inflamed irritated eyes. Anti-inflammatory
General purpose antibiotic eye drops for eye infections and protection against infection after removal of foreign bodies etc.
Side effects : Nil in normal use
Flurescein sodium 1% eye drops
Side effects : blurred vision and headache
Pilocarpine nitrate 2% eye drops
Used to detect scratches or lesions on the front of the eye (cornea)
Drops constrict the pupil, used to treat raised pressure in the eye (glaucoma)
Side effects : Rare if used one off. Care to avoid eye injury whilst numbed
Amethocaine hydrochloride 0.5% eyedrops
Side effects : Rare in normal use
Dexamethasone 0.1% eye drops
Side effects : Unusual but can cause eye irritation
(b)
General purpose eye antibiotic use after foreign body / minor injury and for conjunctivitis
Instill 1-2 drops for examination
Instill 2 drops 3-6 times per day
Instill 1-2 drops into affected eye, do not use repeatedly
Instill 1-2 drops into affected eye 4 times a day
Instill into eye 3-4 times per day
Instill into eye 3-4 times per day
2:13 am
Side effects : Unusual, but cam cause eye irritation
Chloramphenical eye ointment 1%
Wet dressings or . baths 0.01% solution
Doses / Route
28/8/03
Side effects : Stains skin, irritates mucous membranes. Toxic if used for long periods
Ref. No.
MSN-1768 Page 34
Neomycin/polymixin/ hydrocortisone eardrops 5ml dropper bottle.
(c)
Chlorhexidine gluconate 0.2% mouth wash 300ml bottle
35
Side effects: Rare but can cause irritation
Lignocaine 2% / chlorhexidine 0.25% lubricant gel
Side effects: Nil in normal use
Oil of cloves 10ml bottle
Side effects : Fits, heart problems in overdose
Lignocaine hydrochloride 1% 25mg in 5ml injection
Side effects : Nil in normal use
(d)
Side effects: Nose bleeds. Use for short periods only
Ephedrine nasal drops BP 0.5% 10ml dropper bottle
Used to numb urethra for insertion of urinary catheter
Natural oil with local anaesthetic properties useful in treating toothache
Local anaesthetic injection for numbing small wounds for treatment
Antiseptic mouthwash for sore throats, mouth sores etc.
Nasal de-congestant
General purpose antibiotic/ anti-inflammatory ear drops for infection of the outer ear canal
Type of Drug / Uses
Instill from pre-filled syringe
Apply sparingly to affected tooth as required by symptoms
Inject around wound edges, 2-5mls usually sufficient, no more than 20mls in an adult
Rinse mouth with 10 mls twice per day
Instill 1-2 drops into each nostril 3 times a day
Instill 3 drops into the affected ear 3-4 times per day
Doses / Route
2:13 am
Side effects : Nil in normal use
Drug
28/8/03
Ref. No.
MSN-1768 Page 35
MSN-1768
28/8/03
2:13 am
Page 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 vessel’s owner or its Master. 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
……………………………………………………………….
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 :
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
……………………………………………………..
36
MSN-1768
28/8/03
2:13 am
Page 37
ANNEX 9
COMPLETION OF THE CONTROLLED DRUGS REGISTER SECTION 1 – DRUGS OBTAINED FROM AUTHORISED SUPPLIER OR CONFISCATED FROM SEAFARERS Example Date obtained
01/01/03
Suppliers Name & Address
Amount obtained
H.M Kingston Chemists 24 Elliot Street Southampton
10 ampoules
Name of drug and form in which obtained Morphine Sulphate 10mg in 1ml in glass ampoules
SECTION 2 – DRUG DISPENSED OR DISPOSED OF Example Date
Name & Address of person given drug
Right of person to have drug
Amount Supplied
Drug and Form in which supplied
01/02/03
TH Laidlaw Log book ref. 21
Injured crewman (fractured humerus)
2 ampoules
Morphine sulphate 10mg in 1ml (in glass ampoules)
10/02/03
HM Kingston Chemist 24 Elliot Street Southampton
Qualified retail pharmacist
8 ampoules
Morphine sulphate 10 mg in 1 ml (in glass ampoules)
37
MERCHANT SHIPPING NOTICE
MSN 1768 (M+F) (Corrigendum) 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 ;
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”.
1. Eye Medicines Page 12 please insert an astrix (*) against each recommended eye medicine quantity listed for Category A and 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)”.
4. General advice about medicines, Page 26 2nd Paragraph should read : “When obtaining medicinal products, ensure that they are
3. Annex 4, Page 23 Paragraph 1 should read: “When a UK registered vessel is carrying
1
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 1st Paragraph: Please delete the word ‘retail’ from the first sentence.
Any queries on the content of the Corrigendum should be addressed to: Seafarer Health and Safety Branch Maritime & Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 023 80 329249 Fax: 023 80 329 251 Email:
[email protected] General enquiries: 24 Hour Info Line
[email protected] 0870 600 6505 MCA Internet Address: http://www.mcga.gov.uk File Ref: MC 016/022/0140 Published: 11/2003 © Crown Copyright 2003
The MCA is an executive agency of the Department for Transport
Safer Lives, Safer Ships, Cleaner Seas 2
MERCHANT SHIPPING NOTICE
MSN 1751 (M+F) 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.
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.
Background 1.
2.
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.
Survey Types 3.
Under the HSSC, there are seven types of survey: a) b) c) d) e) f)
Initial Survey. Renewal Survey. Periodical Survey. Intermediate Survey. Annual Survey. Inspection of the Outside of the Ships Bottom. g) Additional Survey.
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
1
SCOPE OF SURVEYS
Cargo ships
Passenger ships
Cargo ship safety equipment
An initial survey of a passenger ship shall consist of a complete inspection of the ship’s structure, machinery and equipment, including the outside of the ship’s 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.
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 of a passenger ship shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside the ship’s 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.
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 lifesaving appliances, to ensure that they comply 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.
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.
2
Cargo ship structure, machinery and equipment
Inspection of the outside of the ship’s bottom
An initial survey shall include a complete inspection of the structure, machinery and equipment, including an inspection of the outside of the ship’s 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.
The inspection of the outside of the ship’s 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 ship’s 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
A renewal survey will include an inspection of the ship’s 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.
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.
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.
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 major 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.
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.
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
3
second or third year this is replaced with an Intermediate survey.
still be dated from the expiry date of the old certificate before the extension was granted.
(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.
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.
(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.
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.
(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.
(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)
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 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
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.
4
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.
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.
Transitional arrangements 8.
9.
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. 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.
Survey Policy Branch Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 023 80329518 Fax: 023 80329104 June 2000 An executive agency of the Department of the Environment, Transport and the Regions
MS 103/001/0214
5
6
0
A or I ←→ A ←→ A or I ←→ A or I ←→
A ←→ A ←→ A ←→ A ←→
IBC/BCH
LOADLINE
MARPOL Annex I
MARPOL Annex II A
I – Intermediate
A or I ←→
A ←→
IGC/GC
P – Periodical
A or I ←→
A ←→
SAFCON
R – Renewal
P ←→
P ←→
RADIO
Legend
A or P ←→
A ←→
SEC
21 24 27
2
R ←→
9 12 15
1
R ←→
Months 0
Years
PASSENGER
Diagrammatic Arrangement
THE HARMONISED SYSTEM OF SURVEY AND CERTIFICATION
ANNEX
A – Annual
I or A ←→
I or A ←→
A ←→
I or A ←→
I or A ←→
I or A ←→
P ←→
P or A ←→
R ←→
33 36 39
3
A ←→
A ←→
A ←→
A ←→
A ←→
A ←→
P ←→
A ←→
R ←→
45 48 51
4
R ←→
R ←→
R ←→
R ←→
R ←→
R ←→
R ←→
R ←→
R ←→
57 60 63
5
MARINE GUIDANCE NOTE
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:Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel and you should consider seeking independent legal advice if you are unsure of your own legal position. Summary This guidance note advises on: • • •
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 UK’s authorised classification societies. This allows the MCA to maintain an oversight of the structure of the ship and its management systems through ACS inspections (for issuance of Certificates of Inspection), ISM audits, ISPS audits and ILO inspections. All statutory certificates except ISM DOC / SMC and ISSC (which remains the responsibility of the MCA) are issued by the classification societies. 2. Eligibility 2.1 The Alternative Compliance Scheme is available to all UK registered vessels other than passenger ships, which trade internationally and to which the principal maritime conventions apply.
-1-
2.2 For a vessel to be eligible and to be considered, the following conditions shall apply: • • • • •
The vessel has not been detained within the previous 36 months. During any port state control inspection within the previous 12 months no inspection report shall have recorded more than 5 deficiencies. The vessel is classed with one of the Classification Societies authorised by the UK viz. ABS, BV, DNV, GL, LR, NKK and RINA The owner shall permit access by the MCA to any or all records, files, reports, documents and certificates held or issued by the ACS classification society the vessel is classed with. The owner or operator shall notify the MCA one-month in advance of all in water surveys or dry docking dates.
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 vessel’s 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.
-2-
Carry out surveys during new construction on receipt of IOA.
Sl. No.
Owner / Operator
MCA
Classification Society
Visit the shipyard to assess the QA procedures and the class society local office (only for the 1st 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.
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)
Inform class society about entry into scheme – Survey Branch.
Issue all statutory certificates on completion of new construction surveys.
Flag In 1
Send an application for 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 Inform class society about entry into scheme – Survey Branch.
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 -3-
Carry out flag in surveys on receipt of IOA. Issue all statutory certificates on completion of surveys
Sl. No.
Owner / Operator
MCA
Classification Society
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 necessary – Lead Surveyor
Carry out surveys 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)
Existing ships 1
Send an application for 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 Inform class society about entry into scheme – Survey Branch.
2
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 necessary – Lead Surveyor.
Carry out surveys as required (no IOA required) and continue endorsing certificates issued by the MCA until their expiry after which new certificates can be issued by Class.
3
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).
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. -4-
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 society’s 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 Society’s 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 vessel’s involvement in a marine casualty or pollution incident, failure to correct an ACS Classification Society’s 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 Maritime and Coastguard Agency Bay 1/25 Spring Place 105 Commercial Road Southampton SO15 1EG Tel : Fax : e-mail:
+44 (0) 23 8032 9197 +44 (0) 23 8032 9447 ukshipregister.co.uk
General Inquiries:
24 Hour Infoline
[email protected] 0870 600 6505
MCA Website Address: www.mcga.gov.uk File Ref:
MS 094/003/0017
Published:
May 2007
© Crown Copyright 2007
Safer Lives, Safer Ships, Cleaner Seas Printed on material containing minimum 75% post-consumer waste paper
-5-
MARINE GUIDANCE NOTE
MGN 286 (M+F) Radio Survey Service: Delegation Notice to all Shipowners, Classification Societies, Builders, Masters, Skippers and Officers This Marine Guidance Note supersedes Marine Guidance Note No. 269 and should be read in conjunction with Merchant Shipping Notice 1751 (Harmonised System of Survey and Certification)
Summary This note informs all seafarers of the arrangements for the Delegated Radio Survey Service from 1st April 2005. Key Points • Selenia Communications (formally Marconi Selenia Communications) have been awarded the delegated radio survey and inspection contract and will provide a survey service for UK ships in the UK. • Selenia Communications is the first point of contact for all radio survey work in the UK and abroad. A dedicated telephone +44(0)1245 275888 and facsimile +44(0)1245 275500 line is provided for all survey requests. • Surveys for UK vessels abroad will be carried out by Classification Societies generally, with Selenia Communications carrying out at least a one-in-five survey for these vessels.
1.
INTRODUCTION
1.1
The Department for Transport (Maritime & Coastguard Agency) has appointed Selenia Communications (formally Marconi Selenia Communications Ltd) to: i)
Conduct the survey and certification of the radio installations on UK cargo ships in United Kingdom ports.
ii)
Conduct the survey of the radio installations on UK passenger ships and fishing vessels in the United Kingdom ports.
iii) Conduct the one-in-five survey on UK cargo ships and passenger ships, re g a rdless of location. iv) Conduct the survey and certification of the radio installations on non-UK ships in United Kingdom ports at the request of the Flag Administration.
1
v)
Perform general inspections of radio installations on any United Kingdom ship or fishing vessel in United Kingdom ports.
vi) Assist in Port State Control inspections of foreign ships as required by the local Marine Office. vii) Survey radio installations of stand-by safety vessels under UK Stand-by Safety Vessels certification procedures. 1.2
The statutory requirements for the survey of the radio installations on UK ships and fishing vessels are laid down in the Merchant Shipping (Survey) Regulations 1995 (SI 1995/1210) and Merchant Shipping (Radio) (Fishing Vessel) Regulations 1999 (SI 1999/3210).
2.
FEES
2.1
The level of survey fees charged by Selenia Communications are: £36 per hour for Merchant Ships £36 per hour for Fishing Vessels Administration Charged at £75 In all cases Selenia Communications will invoice owners for the cost of surveys and will retain the fee income. All fees for survey must be paid in advance prior to commencement of a survey.
3.
CONDUCT OF SURVEYS General
3.1
Selenia Communications provides a survey service throughout the United Kingdom. A central administration facility is provided at Selenia Communications in Chelmsford to co-ordinate booking of surveys, collection of fees and issue of certification. Their address for correspondence is: Selenia Communications Ltd Marine Radio Surveys & Inspections Marconi House Chelmsford Essex CM1 1PL
3.2
A dedicated telephone +44 (0)1245 275888 and facsimile +44 (0)1245 275500 line is provided for all survey requests. Surveys will be conducted at mutually convenient times on receipt of an application for Radio Survey signed by the owner or his representative. In all cases, requests for survey must be made in good time prior to the date of entry into service of the ship or fishing vessel or expiry of any certification relating to the radio installations. Harmonised Survey Regime
3.3
A new Harmonised Survey Regime was implemented by The Merchant Shipping (Survey and Certification) (Amendment) Regulations 2000 (S.I. 2000/1334). This new regime standardises the period of validity and intervals between surveys for the nine main Convention certificates, including radio (except for Passenger Certificates) to five years.
3.4
For radio, a certificate will be issued on a five yearly basis with periodical survey conducted annually. The certificate may then be endorsed accordingly. Initial surveys
3.5
An initial survey is regarded to be the first survey conducted on a new built ship or fishing vessel by any register. 2
3.6
Selenia Communications will perform the initial survey of the radio installations on UK ships or fishing vessels. If a series of identical ships require initial surveys, Selenia Communications will perform the first survey. Initial surveys of sister ships may then be undertaken by a Classification Society at the discretion of Selenia Communications or MCA. Renewal Surveys
3.7
A renewal survey is a survey other than an initial survey, carried out on a five yearly basis for the issue of a Cargo Ship Safety Radio Certificate under the Harmonised Survey Regime. Periodical Surveys
3.8
A periodical survey is a radio survey undertaken annually under the Harmonised Survey Regime other than a Renewal Survey. United Kingdom
3.9
In United Kingdom ports, survey of the radio installations on UK ships or fishing vessels will be performed by Selenia Communications.
3.10
Selenia Communications will undertake the radio survey of a passenger vessel if the ship requires an annual radio survey within a UK port. Overseas
3.11
All UK ships should, where possible, arrange for the survey of a radio installation in a port of the United Kingdom.
3.12
Selenia Communications will undertake the survey for a megayacht, renewal survey of a fishing vessel and a passenger ship flagging onto the UK register.
3.13
When requested by owners, Selenia Communications will be authorized to appoint Classification Society Surveyors to undertake surveys of cargo ships and fishing vessels outside of UK ports. On satisfactory completion of the survey, the Classification Society Surveyor will submit required declaration and endorse the certificate on board. Selenia Communications will undertake the radio survey of passenger vessels if the ship requires an annual radio survey within a European port. For other ports worldwide, either Selenia Communications or a suitable locally appointed surveyor may be used at the discretion of MCA.
3.14
Selenia Communications or a Classification Society may be used to conduct a survey of a cargo ship, a ship flagging onto the UK Register (other than a passenger ship) or a periodical survey of a fishing vessel.
3.15
The Classification Society should approach Selenia Communications providing details of the Classification Society Surveyor to be appointed to undertake the survey. Applications should be made to the Selenia Communications address above.
3.16
However, under the Harmonised Survey Regime, Selenia Communications will undertake one survey in five for cargo ships and passenger ships, regardless of location.
3.17
In the event that either the Maritime & Coastguard Agency or Selenia Communications perform the survey, the ship owner will be responsible for meeting the cost of any additional travel and subsistence over and above that of surveys in the United Kingdom. United Kingdom survey rates will apply.
3
Falkland Islands 3.18
When there is sufficient demand from ship owners, a Selenia Communications surveyor will, on request, visit the FALKLAND ISLANDS for survey purposes. Such visits will usually take place annually.
4.
CERTIFICATION Issue
4.1
4.2
On completion of a satisfactory survey by Classification Societies of the radio installations, providing all fees due have been paid, Selenia Communications will issue: •
For a cargo ship the Cargo Ship Safety Radio Certificate and forward the document to the owner or his representative for retention on board.
•
For a passenger ship or fishing vessel, Selenia Communications will forward the relevant Declaration of Survey to the MCA to support the granting of certification to the ship or vessel concerned.
On completion of a satisfactory survey of a cargo ship or fishing vessel surveyed overseas on behalf of the United Kingdom by a Classification Society, the Class Society surveyor may either endorse the current certificate, or in the case of a renewal survey, endorse the certificate for completion of renewal survey or issue a short term certificate. The appropriate full term Certificate will be issued by Selenia Communications or exceptionally by MCA. In the case of a passenger ship surveyed by a Classification Society, the Classification Society is to provide the MCA surveyor with the Declaration to enable MCA to issue the Passenger Certificate. Extensions
4.3
Where it proves impossible to arrange for the survey of the radio installations prior to the expiry of the Cargo Ship Safety Radio Certificate, the Certificate may be extended on request by the MCA. Requests for extension must be made in good time prior to the date of expiry and be supported by the following information: i) ii) iii) iv) v) vi) vii) viii)
the reason for the request; the period of extension requested, to a maximum of three months; copy of the current Safety Radio Certificate; confirmation from the Master that the radio equipment is in good order; the next port of call and expected date of arrival and sailing; the port where survey is intended; the expected date of arrival there; and by whom the survey is to be carried out.
4.4
Applications should be made in good time in writing to the address at the bottom of this notice.
4.5
If for any reason it is not possible to contact the MCA including use of the MCA 24 Hour Infoline contact number 0870 600 6505, applications may be made to Consuls or the British High Commission in Commonwealth countries who are authorised to extend Certificates in cases of genuine difficulty.
5.
DEFICIENCIES
5.1
When a Selenia Communications surveyor finds a radio installation to be deficient or defective during survey or inspection or Port State Control, he will advise the master of the ship (or responsible person, or the Port State Control Officer), in writing, of the fault.
4
5.2
It is the responsibility of the master (or responsible person) to make the necessary arrangements to correct the deficiency in accordance with the instructions given by the Selenia Communications surveyor.
5.3
The Selenia Communications surveyor attending a ship is prohibited from becoming personally involved in any repairs which need to be carried out in connection with that survey. If the master chooses to use Selenia Communications as his repair agent, arrangements will be made for a separate engineer to attend the ship. The ship will be re-inspected following the repair by the original Selenia Communications surveyor or a surveyor other than the engineer who performed the repair.
5.4
Whilst performing inspections or surveys on behalf of the MCA, Selenia Communications surveyors are prohibited from undertaking any sales activity whatsoever or advising on possible sources of supply of goods or services in connection with any radio survey work with which they are personally involved.
6.
EXEMPTIONS
6.1
Where an owner considers any statutory requirement of the Regulations to be unnecessary or unreasonable, an application for exemption should be sent in good time prior to the survey direct to the address at the end of this notice.
6.2
All applications must be supported by detailed reasons why the Regulations should not be applied in full. The MCA will advise applicants and Selenia Communications of its decision which is likely to involve conditions. Exemption certificates will only be issued after payment of a fee to cover administration costs.
5
Further Information Further information on the contents of this Notice can be obtained from: Navigation Safety Branch Bay 2/29 Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Telephone: +44 (0) 23 8032 9146 Fax: +44 (0) 23 8032 9204 E-Mail:
[email protected] General Enquiries: 24 Hour Infoline
[email protected] 0870 600 6505 MCA Website Address: Internet: http://www.mcga.gov.uk File Ref: MNA 161/002/0018
ISO 9001:2000 FS 34835
Published: 05/2005 © Crown Copyright 2005
Safer Lives, Safer Ships, Cleaner Seas 6
Annex A Aberdeen Selenia Communications Limited (Marine Division) Green Bank Business Centre Hill View Road East Tullos Aberdeen AB12 3BN TEL FAX
44 (0) 1224 890316 44 (0) 1224 877804
Bristol Selenia Communications Limited (Marine Division) Broadquay House Orpen Park Ash Ridge Road Almondsbury Bristol BS32 4QD TEL FAX
44 (0) 1454 618585 44 (0) 1454 617310
Chelmsford (For London Area) Selenia Communications Limited Marine Surveys and Inspection Department Marconi House New Street Chelmsford Essex CM1 1PL TEL 44 (0) 1245 275888 FAX 44 (0) 1245 275500 EMAIL
[email protected]
Dover Contact details see Chelmsford.
Falmouth Selenia Communications Limited (Marine Division) Unit 7, Waterside House Falmouth Road Penryn Cornwall TR10 8BD TEL FAX
44 (0) 1326 378031 44 (0) 1326 379442
7
Fraserburgh Selenia Communications Limited (Marine Division) 7 Balaclava Quay Fraserburgh AB43 9EB TEL FAX
44 (0) 1346 518187 44 (0) 1346 515282
Greenock Selenia Communications Limited (Marine Division) Unit 9 Strathclyde Business Centre Pottery Street Greenock PA15 2UH TEL FAX
44 (0) 1475 744977 44 (0) 1475 744325
Hull Selenia Communications Limited (Marine Division) Block E4 Chamberlain Business Park Chamberlain Road Kingston-upon-Hull HU8 8HL TEL FAX
44 (0) 1482 326144 44 (0) 1482 216472
Kilkeel Selenia Communications Limited (Marine Division) 28B The Harbour Kilkeel Co. Down BT34 4AX Northern Ireland TEL FAX
44 (0) 2841 769009 44 (0) 2841 769430
Liverpool Selenia Communications Limited (Marine Division) Unit 89 Woodside Business Park Birkenhead Merseyside CH41 1EP TEL FAX
44 (0) 151 647 6222 44 (0) 151 647 3374
8
Looe Selenia Communications Limited (Marine Division) The Old Harbour Office Buller Quay East Looe Cornwall PL13 1DX TEL FAX
44 (0) 1503 265548 44 (0) 1503 265548
Lowestoft Selenia Communications Limited (Marine Division) Marconi House 9 Battery Green Road Lowestoft Suffolk NR32 1DE TEL FAX
44 (0) 1502 572365 44 (0) 1502 508955
Newcastle Upon Tyne Selenia Communications Limited (Marine Division) Unit 26 Byker Business Development Centre Albion Row Byker Newcastle upon Tyne NE6 1LQ TEL FAX
44 (0) 191 265 0374 44 (0) 191 265 0382
Rosyth Selenia Communications Limited (Marine Division) Room 32 c/o Forth Ports Exmouth Building Ports of Rosyth Rosyth KY11 2XP TEL FAX
44 (0) 1383 419606 44 (0) 1383 419461
9
Southampton Selenia Communications Limited (Marine Division) Unit 409 Solent Business Centre Millbrook Road West Millbrook Southampton SO15 0HW TEL FAX
44 (0) 2380 511868 44 (0) 2380 511890
10
MARINE GUIDANCE NOTE
MGN 286 (M + F) (CORRIGENDUM) Delegation of the Radio Survey Service Notice to all Ship owners, Classification Societies, Builders, Masters, Skippers and Officers This corrigendum amends Marine Guidance Note No. 286 and should be read in conjunction with Merchant Shipping Notice 1751
CORRIGENDUM Marine Guidance Notice MGN 286 on the delegation of the radio survey service has the following amendments: From the 1 August 2005 Selina Communications became Selex Communications. The e-mail address for requesting radio surveys has changed to
[email protected] .
-1-
Further Information Further information on the contents of this corrigendum or Marine Guidance Note 286 can be obtained from:
Navigation Safety Branch Bay 2/29 Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel : Fax : e-mail:
+44 (0) 23 8032 9146 +44 (0) 23 8032 9204
[email protected]
General Inquiries:
24 Hour Infoline
[email protected] 0870 600 6505
MCA Website Address: www.mcga.gov.uk File Ref:
MNA 161/002/0018
Published
October 2005
© Crown Copyright 2005
Safer Lives, Safer Ships, Cleaner Seas Printed on material containing minimum 75% post-consumer waste
-2-
Annex Statutory certificates authorised to ACS Classification Societies by MCA Initial
Full Term
Short Term
Exemption
A
Annual/ Intermedi ate F
Cargo Ship Safety Construction (SAFCON)
F
F
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 High Speed Craft Code International Oil Pollution Prevention Certificate (IOPP)
F N F
F N F
A N A
F N F
N N N
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk International Sewage Pollution Prevention Certificate International Air Pollution Prevention Certificate (MARPOL Annex VI) International Load Line Certificate
F
F
A
F
N
F
F
A
F
N
F
F
A
F
N
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 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (GC & IGC Codes) International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (IBC & BCH Codes) Document of Authorisation for the carriage of grain MODU Code Safety Certificate
F
F
A
F
N
F
F
A
F
N
F
F
A
F
N
F
F
A
F
N
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
STATUTORY CERTIFICATE
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.
-6-
MERCHANT SHIPPING NOTICE
MSN 1769 (M) INTERNATIONAL 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. 1 Inspections will be carried out at approximately 2 /2 yearly intervals. Where practicable these may be arranged before 2 July 2004 to coincide with forthcoming ISM renewals
1
Introduction / Background
1.1
The ILO is the United Nation’s 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
1
The Maritime and Coastguard Agency (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.
1.3
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.
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
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. 3.2
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 wherever 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.
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
For ships joining the UK Register, the MCA’s intention is to carry out ILO 178 inspection at interim ISM audit as part of the UK’s flag-in process. Where this is not undertaken directly by the MCA then there will be a full ISM audit/ILO inspection within six months undertaken by the MCA.
If the MCA receives 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 MCA Marine 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 MCA’s
2.3
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.
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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
2
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 MCA surveyor. 5
Ship Construction
5.1
In cases of substantial changes in construction or accommodation arrangements, the ship must be inspected within three months from such changes to ensure that seafare r s ’ working and living conditions have not been adversely affected.
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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 ship’s 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 ship’s notice board for the information of the seafarers. A copy may also be sent to the seafarers’ 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 Prohibition 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. All reasonable efforts will be made to avoid a vessel being unreasonably detained or delayed.
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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 MCA local 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 Maritime and Coastguard Agency Bay 1/01, Spring Place 105 Commercial Road SO15 1EG Telephone: 023 8032 9 219 Fax: 023 8032 9 104 E-Mail: “
[email protected]” General enquiries: 24 Hour Info Line
[email protected] 0870 600 6505 MCA Website Address: Internet: http://www.mcga.gov.uk File Ref: MC 024/007/0051 Published: April 2004 © Crown Copyright 2004
Safer Lives, Safer Ships, Cleaner Seas 4
Annex 1: MCA Marine Offices East of England Region DOVER MARINE OFFICE Maritime & Coastguard Agency Langdon Battery Swingate DOVER CT15 5NA Tel: 01304 218500 Fax: 01304 218505
TYNE MARINE OFFICE Maritime & Coastguard Agency Compass House Tyne Dock South Shields Tyne & Wear NE34 9PY Tel: 0191 4969900 Fax: 0191 4969901
ORPINGTON MARINE OFFICE Maritime & Coastguard Agency Central Court 1 Knoll Rise ORPINGTON Kent BR6 0JA Tel: 01689 892807 Fax: 01689 890446
STOCKTON MARINE OFFICE Maritime & Coastguard Agency 3rd Floor, Victoria House Pearson Court, Pearson Way Teesdale Park STOCKTON ON TEES TS17 6PT Tel: 01642 611040 Fax: 01642 614048
SOUTHAMPTON MARINE OFFICE Maritime & Coastguard Agency Spring Place 105 Commercial Road SOUTHAMPTON SO15 1EG Tel: 02380 329 329 Fax: 02380 329 351
GREAT YARMOUTH MARINE OFFICE Maritime & Coastguard Agency 4th Floor, Havenbridge House GREAT YARMOUTH Norfolk NR30 2HZ Tel: 01493 841300 Fax: 01493 841334
HULL MARINE OFFICE (BEVERLEY) Maritime & Coastguard Agency Crosskill House Mill Lane BEVERLEY HU17 9JB Tel: 01482 866606 Fax: 01482 869989
HARWICH MARINE OFFICE Maritime & Coastguard Agency East Terrace WALTON-ON-NAZE Essex CO14 8PY Tel: 01255 682107 Fax: 01255 682108
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Wales and West of England Region
Scotland and Northern Ireland Region
CARDIFF MARINE OFFICE Maritime & Coastguard Agency Anchor Court Ocean Way CARDIFF CF24 5JW Tel: 029 2044 8822 Fax: 029 2044 8810
ABERDEEN MARINE OFFICE Maritime & Coastguard Agency Marine House Blaikies Quay ABERDEEN AB11 5EZ Tel: 01224 597900 Fax: 01224 571920
LIVERPOOL MARINE OFFICE Maritime & Coastguard Agency Hall Road West Crosby LIVERPOOL L23 8SY Tel: 0151 9316600 Fax: 0151 9316615
BELFAST MARINE OFFICE Maritime & Coastguard Agency Bregenz House Quay Street Bangor BT20 5ED Tel: 028 91475310 Fax: 028 91475321
MILFORD HAVEN MARINE OFFICE Maritime & Coastguard Agency Gorsewood Drive, Hakin MILFORD HAVEN Pembrokeshire SA73 3HB Tel: 01646 699604 Fax: 01646 699606
GLASGOW MARINE OFFICE Maritime & Coastguard Agency Navy Buildings Eldon Street Inverclyde GLASGOW PA16 7QY Tel: 01475 553370 Fax: 01475 553357
FALMOUTH MARINE OFFICE Maritime & Coastguard Agency Pendennis Point Castle Drive FALMOUTH Cornwall TR11 4WZ Tel: 01326 310800 Fax: 01326 314331
LEITH MARINE OFFICE Maritime & Coastguard Agency 1 John’s Place Leith EDINBURGH EH6 7EL Tel: 0131 5545488 Fax: 0131 5547689
PLYMOUTH MARINE OFFICE Maritime & Coastguard Agency New Fish Market, Baylys Wharf Fish Quay PLYMOUTH PL4 0LH Tel: 01752 266211 Fax: 01752 225826
SHETLAND MARINE OFFICE Maritime & Coastguard Agency The Knab Knab Road LERWICK Shetland ZE1 0AX Tel: 01595 743514 Fax: 01595 696816
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MSF 1656 Rev 10/03
ANNEX 2
The Master should arrange for a copy of this form to be posted on the ship’s notice board for the information of the seafarers in accordance with Article 9 (1) of ILO Convention 178
REPORT OF INSPECTION OF Page of Master’s Copy / Ship’s Copy / MCA Copy
SEAFARERS’ WORKING AND LIVING CONDITIONS 2. Name of Ship
6. IMO No:
4. Type of Ship
7. GT
9. Date of Inspection
10. Port of Inspection:
6a. Official No:
5. CallSign:
8. Year of Build
Scope of Inspection No
Area Examined (X)
Conditions
Deficiency (Y/N) (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
Remarks
This report must be retained on board for a period of 3 years and must be made available for consultation by MCA officers at all times MCA Office Address
MCA Office Stamp
Name (duly authorised inspector (s) Signature Telephone +44 (0) Fax + 44 (0) Email
mcga.gov.uk
This report has been issued solely for the purpose of informing the master, other seafarers and other port states that an inspection of working and living conditions has been carried out in accordance with ILO 178 Convention. This report indicates the results of the inspection, which is a sampling process and cannot be construed as a complete examination of every item or that it conforms compliance with any requirements other than required by the ILO Convention.
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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 MCA will act as the UK central co-ordinating authority for the purposes of ILO 178 and in this respect may need to advise other public institutions or Government Departments when a complaint has been received or when an apparent breach of non - Merchant Shipping legislation is discovered. MCA will be responsible for enforcement of Merchant Shipping legislation but does not have the authority for enforcement for other national legislation. Responsibility for enforcement remains with the appropriate authority and MCA will only act as informant or in a liaison capacity. The Convention requires that ships be inspected at intervals not exceeding 3 years. It also requires ships to be inspected if a complaint is received or there is evidence that a ship does not conform to existing legislation in respect of seafarers’ working and living conditions. Additionally where substantial changes in construction or accommodation arrangements occur, the ship should be inspected within 3 months of such changes taking place. ILO Recommendation 185 concerning the inspections of seafarers’ working and living conditions among other things, recommends that inspectors should alert the central co-ordinating authority, if there are any deficiencies or abuses not specifically covered by existing legal provisions. In this respect inspectors may also submit proposals for the improvement of laws and regulations. As the MCA is the co-ordinating authority, inspectors would if necessary inform the appropriate MCA Headquarters division. More detailed guidance on working and living conditions is available from other sources such as the Instructions for the Guidance of Surveyors (Survey of Crew Accommodation in Merchant Ships), various Statutory Instruments, Marine Guidance Notices and Merchant Shipping Notices. The Manual for PSC Officers and Inspection and Enforcement Policy also contain relevant guidance but are not available to anyone outside MCA. Therefore wherever possible cross-references are given to relevant documents and sections of various manuals which are available in the public domain. Organisation of Inspections Wherever possible inspections will be carried out at the same time as Safety Management (ISM) Code Audits to minimise the inconvenience to ship owners and masters. For ships not covered by the ISM Code Audits, inspections will be carried out in conjunction with other surveys or other targeted inspections. Sufficient time should be allowed to carry out the inspection to a level that indicates compliance with the various aspects. The time spent on the inspection will be non-chargeable unless a revisit is required or the inspection needs to be carried out overseas at a time other than when other surveys or audits are required. Inspections should be duly recorded under the appropriate MCA time recording number.
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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 Sickness and Injury Benefits Social Welfare Repatriation Terms and Conditions of Employment Freedom of Association While the majority of the obligations under the Convention are the responsibility of the MCA to enforce some obligations will fall in the purview of other government departments. Where cross-departmental enforcement of these obligations occurs Inspectors should seek to inform the appropriate authority accordingly. Records of Inspection Inspectors should complete an ILO 178 specific inspection report (MSF 1656). If there are ILO related deficiencies found, inspectors should also complete a general inspection report (MSF 1602/03) according to standard inspection procedures, using the appropriate codes. The report(s) will then be given to the Master of the ship. Members of crew must have access to the ILO 178 inspection report. The Inspector should therefore ensure that a copy of MSF 1656 is posted on the ships’ notice board by the Master and that he is informed accordingly. A copy may also be sent to seafarers’ representative where this is requested and contact details are provided. A file copy of the ILO 178 inspection report will be retained in the local marine office. Inspectors should use discretion to give a warning and advice instead of instituting or recommending formal proceedings. However if there are grounds to believe that a deficiency constitutes a significant danger to seafarers’ health and safety, the ship, subject to a right of appeal, may be detained until appropriate remedial action has been taken. Confirmation should be sought from the owners that deficiencies have been rectified. Fees As previously stated a fee will be charged only in the case of a re-visit, or if the inspection needs to be carried out overseas at a time other than when other surveys or audits are required. Ship owners should be informed that the time required to complete a stand alone ILO inspection will be greater than if carried out in conjunction with an ISM audit. Maintenance and cleanliness of shipboard working and living areas The Inspector should inspect conditions and standards of maintenance of all shipboard working and living areas. Attention should be given to heating, ventilation, lighting systems and other aspects likely to affect the safety and health of crewmembers. Where there is reason for example for an Inspector to believe that products or cargo, provisions, materials and substances used or handled are causing a risk to working and living conditions then samples may be taken for analysis. Taking samples for analysis is a specialised activity and should not be carried out by Inspectors. The ship’s Master or company representative will be informed before any such action is taken and where appropriate the seafarers or their representatives.
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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 MSA 1995
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 ship’s 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 – 18º. • 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 60ºC* and delivered at tap outlet at a temperature no higher than 50ºC 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 66ºC but other official sources stipulate 60ºC. 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 Ship’s 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 - Ship’s 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 MCA’s web site (www.mcga.gov.uk).
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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
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Injuries resulting from slip, trip and fall accidents continue to be the most common kind of non-fatal major injury to all workers and evidence should be available to show that all reasonable precautions are taken to minimise such accidents. For example possible hazards should be conspicuous by means of colouring, marking or lighting. Walkways on deck should be delineated by painted lines and indicated by signs. Lifelines should be available to be rigged securely across open decks when rough weather is expected. Open hatches should be protected by means of a fence. Personal Protective Equipment (PPE) should be carefully checked to ensure that crew are provided with suitable gear or clothing according to EN or BS standards, that it is properly maintained and that it is appropriate to any process or activity involving a reasonably foreseeable risk. Crew must receive adequate training so that they are aware of the risks against which the PPE is designed to protect them and they should be able to demonstrate their knowledge on how and when to use it. An effective safety committee regime on board should encompass these areas. On every ship where more than 5 workers are employed, there should be a safety officer, a safety representative and a safety committee. There should be a clear link between ship and shore to ensure health and safety issues arising are fully considered and that the appropriate rectifying action is taken where required. Minutes of meetings should provide a reliable source of current issues. Medical Care Health surveillance is required where “young persons” are required to work at night or the risk assessment shows that the young person is at risk. Also when risk assessments for all persons identify that: • A particular work activity may cause ill health • An identifiable disease or adverse health conditions is related to the work • Recognised testing methods are available for early detection of an occupational disease or condition • There is a reasonable likelihood that a disease or condition may occur in relation to particular working conditions • Surveillance is likely to further the protection of workers’ health Medical Care - Other • Medical Stores • Copy of Ship Captain’s 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
Sickness and Injury Benefits 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 seafarer’s 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 seafarer’s 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
Terms and Conditions of Employment 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.
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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 MCA’s behalf by a reliable authority. Failing that arrangements may need to be made for a chargeable visit abroad by an MCA surveyor.
Survey Policy Directorate of Operations April 2004
18
MARINE GUIDANCE NOTE
MGN 70 (M) Guidelines on the allocation of responsibilities to seek the successful resolution of stowaway cases Notice to shipowners, operators, charterers, managers, shipping agents, port authorities, masters and ship’s officers This Guidance Note supersedes Merchant Shipping Notice No 1660
Summary This note reminds all seafarers of the continuing need for vigilence against stowaways and provides practical advice on procedures to follow if a stowaway is found on board. Key Points •
Pay particular attention to the need for adequate searches, especially when a hold is to be sealed and/or fumigated.
•
Provide feedback on the practical effectiveness of the guidelines.
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.
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 IMO’s Assembly in 1997 for formal adoption.
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. 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
1
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 © Crown Copyright 1998 ISPB 9/5/1
An executive agency of the Department of the Environment, Transport and the Regions
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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
5.6
to accept the stowaway where nationality/citizenship is established.
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
Photograph of Stowaway
STOWAWAY DETAILS Date/time found on board Place of boarding Country of boarding Time spent in country of boarding Date/time of boarding Intended port of destination Intended final destination (if different) Stated reasons for boarding the ship Surname Given name Name by which known Religion Gender Date of birth Place of birth Claimed nationality ID document type Passport number When issued Where issued Date of expiry Issued by ID Card number When issued Where issued Date of expiry Issued by Seaman’s book number When issued Where issued Date of expiry Issued by
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 stowaway’s 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 Stowaway’s signature
Master’s signature
Date
Date
mntb merchant navy training board
planned training at sea guidance for companies and seagoing officers
November 2006
Contents Introduction ................................................................................................................1 Section 1 .....................................................................................................................3 mntb approved training programmes - overview ................................................................... 3 Main elements .................................................................................................................................. 3 The main roles and responsibilities of those involved in delivery of approved programmes ............ 4
Section 2 .....................................................................................................................5 Planned training at sea.......................................................................................................... 5 Principles.......................................................................................................................................... 5 MCA Requirements .......................................................................................................................... 6 Training plan .................................................................................................................................... 7 Responsibilities ................................................................................................................................ 7 Appointment to ships........................................................................................................................ 7 Communications...............................................................................................................................7 Support and guidance ...................................................................................................................... 8
Section 3 .....................................................................................................................9 Training aboard ship .............................................................................................................. 9 About qualifications being undertaken................................................................................... 9 NVQs and SVQs.................................................................................................................... 9 FDs and SPDs ..................................................................................................................... 10 About the Training Portfolio/Training Record Book ............................................................. 11 Completing the Training Portfolio/Training Record Book................................................................ 11
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
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Introduction
Planned training at sea during periods of sea going service required for watchkeeping officer certificates of competency are of prime importance in the development of the skills, knowledge and experience needed by today’s 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.
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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 seagoing 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.
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The main roles and responsibilities of those involved in delivery of approved programmes Company Training Officer
Master/Chief Engineer Officer
Shipboard Training Officer 1
Officer trainee
Overall management of the training programme, including liaison between ships, colleges, the company and MCA
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
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
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
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
Carries out formal assessments for N/SVQs 3 based on evidence contained in the Training Portfolio Keeps the Training Record Book or Training Portfolio up to date and available for scrutiny as required
Table 1
1 2 3
May also be referred to as the designated shipboard training officer or designated training officer. The terms are inter-changeable. FD/SPD: Foundation Degree and Scottish Professional Diploma N/SVQ: National Vocational Qualification and Scottish Vocational Qualification
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College/ University/Assessment Centre
Reviews and provides reports on officer trainees’ progress
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;
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-
the Master or Chief Engineer Officer and the designated shipboard training officer will inspect and endorse the Training Record Books or Training Portfolios to ensure that the officer trainees maintain them properly as an ongoing record of their practical training;
-
the Training Record Books and Training Portfolios will be monitored by the companies and colleges/universities to ensure that they show the progress to be expected of the officer trainees at the relevant stages of the programme.
MCA Requirements Planned training: satisfactory completion of planned training at sea, evidenced by a properly maintained Training Record Book or Training Portfolio, is essential if candidates for first certificates of competency as officer of the watch are to be eligible for the minimum period of sea service allowed by the MCA in accordance with the STCW Convention. Failure to produce this evidence when the candidate makes application for examination will entail the performance of such additional sea service as the MCA may direct before admission to the examination is granted. Watchkeeping duties: the MCA requires all candidates: .1
for first certificates of competency as officer of the watch to spend at least six months of their final twelve months qualifying sea service on duties associated with bridge watchkeeping under the supervision of a certificated deck officer. These duties may include keeping a look-out on the bridge or acting as helmsman but should not generally exceed two months out of the required six months;
.2
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.
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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.
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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 ship’s 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 trainee’s 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.
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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 everyone’s 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 people’s 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
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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).
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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 Ship’s 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 trainee’s 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 officer’s 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.
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Using the Training Portfolio/Training Record Book
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
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‘Signing off’ tasks As the tasks and reports are completed the person(s) appointed to supervise the officer trainee’s 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 trainee’s 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 candidate’s 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 candidate’s own efforts. Authenticating such work on board makes the assessor’s 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.
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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 individual’s 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.
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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); - 17 -
-
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 ship’s staff do not have English as a first language, officer trainees could easily feel socially isolated, especially during a first trip;
.2
The majority of officer trainees who resign do so in the first year of training i.e. through a dislike of being at sea. Social deprivation on board is a big factor in addition to the usual problems of homesickness, seasickness, social interaction and so forth. Recognising and helping to overcome these problems is an important role for the sponsoring organisation in conjunction with the ship’s 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; - 18 -
•
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.
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APPENDIX ‘A’ GUIDELINES FOR ASSESSING THE SUITABILTY OF SHIPS FOR ON BOARD TRAINING AS PART OF APPROVED TRAINING PROGRAMMES FOR DECK AND ENGINEER OFFICER TRAINEES The following table lists a number of factors that need to be taken into account in assessing the suitability of ships for on board training as part of MNTB programmes for deck and engineer officer trainees. It is recognised that each case has to be judged on its merits. The weightings given to the various factors involved will vary according to the circumstances in each case and it is impossible to generalise. The scoring system below cannot be prescriptive. It is intended to assist the MCA and the Training Providers concerned to determine the suitability of a ship for on-board training but does not preclude the MCA exercising its discretion as to whether a particular ship is suitable or not having regard to the best interests of the officer trainees concerned. A: THE COMPANY AND THE TRAINING PROVIDER FACTOR
CRITERIA
POINTS
Company Assessment of company owning/managing the ship based on MCA professional judgement and knowledge (taking account of advice form CoS, unions, MNTB as appropriate)
(a) Known to MCA and good reputation
0
(b) Not known to MCA
5
Training Provider 4
(a) Well-established organisation with five or more years of experience in managing or sponsoring the training of British officer trainees
0
(b) Organisation or company with less than five years experience of sponsoring or training British officer trainees, known to MCA with a good reputation
5
(c) New organisation or organisation unknown to MCA
15
4
(c) Known to MCA to have a chequered history
As defined in the SMarT scheme
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15
ALLOCATED SCORE
B: THE SHIP AND ITS OFFICERS FACTOR Ship – PSC Record
Working languages of the ship
CRITERIA (a) 10 deficiencies or less in last twelve months
0
(b) 11 or more deficiencies in last twelve months
5
(c) No PSC history but eligible for PSC
5
(d) Detained once in last two years
10
(e) Detained twice in last two years
20
(f) Detained more than twice in last two years
30
(a) English
0
(b) Part English/part other
5
(c) No English Proportion of British officers
Nationality of on-board ‘Designated Training Officer’
POINTS
15
(a) 100%
0
(b) 50%
5
(c) 0%
15
(a) British
0
(b) Other - holder of UK CEC or COC
5
(c) Other – not holder of UK CEC or COC
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15
ALLOCATED SCORE
C: SOCIAL AND CULTURAL FACTORS FACTOR Extent to which ship’s 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
CRITERIA
POINTS
(a) Have attended familiarisation course or other briefing at UK college or other shore-based venue under the supervision of the Training Provider
0
(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
5
(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
15
Will officer trainees be the only British officer trainees on board?
(a) No
0
(b) Yes
15
Will first trip officer trainees be appointed?
(a) No
0
(b) Yes
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
0
(b) No
15
Have the officer trainees concerned been briefed by the Training Provider prior to appointment?
(a) Yes
0
(b) No
15
Has special regard been paid to the appointment of female officer trainees?
(a) Yes
5
(b) No
15
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ALLOCATED SCORE
Section 5 Induction What is induction? Induction is the term used to describe any planned procedure used to help a newcomer settle into a new job and new social environment. It is a practical technique that can influence and promote a positive attitude to training. It aims to prevent new staff from becoming disillusioned with life at sea through problems of adjustment. Induction is helped if there is good selection in the first place. It is helped if there is subsequent continuity of employment with the ship or company, but even on its own it creates a good impression and develops an atmosphere that encourages the newcomer to think about staying - not leaving! Shipboard induction usually involves familiarising newcomers with: • • • • •
safety procedures; the job and its surroundings; the people they work with; the accommodation/living arrangements; other essential information e.g. special company rules, etc.
Induction should not be confused with on-the-job training or using the MNTB Training Portfolio/Training Record Book. Both will happen at the same time and are complementary, but have different aims. Induction is a much broader activity and involves helping the newcomer adjust to the demands of both a new job and a new social environment.
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-thejob training.
for the ship •
The sooner newcomers feel part of the ship's team the quicker they will become effective members of the crew.
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•
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 company’s 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.
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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
In a nutshell, induction:
lays a sound foundation for on-the-job training
ensures that the newcomer is properly informed about the industry and company practices
shows that the company and the ship's personnel are concerned about the newcomer
helps to prevent early wastage
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
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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 day’s 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 ship’s team. The officer trainee also has an important role in this process. Attentiveness and a willingness to learn will engender support from the whole ship’s 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).
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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.
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MERCHANT SHIPPING NOTICE
No. M.1634
MARINE SAFETY AGENCY
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
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.
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 candidate’s 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.
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
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
1
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
Qualifications ( SVQs) in Scotland, and the Business & Technology Education Council (BTEC) who award National Vocational Qualifications (N VQs) 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.
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.
2.5 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
2.4 VQs are awarded by ‘Awarding Bodies’ which for Marine Operations are SCOTVEC, who award Scottish Vocational
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and the portfolio of evidence will be assessed against specific criteria for the award of the appropriate units of the VQ. 2.8
4.1
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.
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
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.
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.
MSA INVOLVEMENT 3
ANCILLARY CERTIFICATES
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.
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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.
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
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