MGN 280

This is an active controlled document registered
on the Master List of Documents

Marine Guidance Note (MGN)
Document Number:
MGN 280 M
Registered Date:
21 April, 2005
Review Date:
09 November, 2006
Revision:
12/11/2004
Directorate of Standards / Code Vessel Safety / Controlled Documents / M Notices /

MGNs / MGN 280 (M)
MARINE GUIDANCE NOTE

MGN 280 (M)
Small Vessels in Commercial Use for Sport or

Pleasure, Workboats and Pilot Boats
Alternative Construction Standards
Notice to all Owners & Operators of Small Commercial Code
Vessels; Boat Builders, Designers
and Surveyors
This notice should be read in conjunction with the Blue, Yellow,
Brown and Red Codes
For a printable version of this document click here ( PDF Document 920kB)
Summary
The Maritime and Coastguard Agency in co-operation with members of the Small Vessel Codes
Working Group has been engaged in a harmonisation and rationalisation exercise of the existing
small vessel codes:
The Safety of Small Commercial Motor Vessels - A Code of Practice

The Safety of Small Commercial Sailing Vessels - A Code of Practice
The Code of Practice for the Safety of Small Workboats & Pilot Boats
The Code of Practice for the Safety of Small Vessels in Commercial Use for Sport or
Pleasure Operating from a Nominated Departure Point (NDP)
The outcome of this exercise is that the Small Commercial Vessel and Pilot Boat (SCV) Code will
come into force.
This guidance note, in its electronic version, contains the SCV Code text as an annex and
advises how the standards of the SCV Code may be used in the context of vessels already coded
or in the process of coding to the existing Codes
Introduction
1 The Maritime and Coastguard Agency and its predecessors have, over the last 10 years,
developed and implemented a number of codes of practice to address a family of small1
commercial vessel types.
2 These existing Codes are:
The Safety of Small Commercial Motor Vessels - A Code of Practice2

The Safety of Small Commercial Sailing Vessels - A Code of Practice3
The Code of Practice for the Safety of Small Workboats & Pilot Boats4
The Code of Practice for the Safety of Small Vessels in Commercial Use for Sport or
Pleasure Operating from a Nominated Departure Point (NDP)5
3 The Codes were published and promulgated as being representative of industry best
practice in the appropriate industry sector
The Small Commercial Vessel and Pilot Boat (SCV) Code
4 As part of a rolling review, the Agency and other stakeholders in these codes have
undertaken a harmonisation and rationalisation exercise which is nearing completion and the
SCV Code text has now been approved by the Small Vessel Codes Steering Group for use. All
that remains to be completed is to bring revised regulations into force.
5 The SCV Code text can be accessed at
http://mcanet.mcga.gov.uk/public/c4/mld/section03/mgn280.pdf
For those without access to the Internet, a printed copy is available on request from the
Code Vessel Safety Branch.
Alternative Standards for Vessels Coded to Existing Small Vessel Codes
6 The purpose of this Note is to make those with an interest in small vessels in commercial
use aware that the SCV Code Standards are, from the date of publication of this Note,
available for use in the context of vessels already coded or in the process of coding, to the
existing Codes.
7 This provision is enabled by regulation 6 of Merchant Shipping (Vessels in Commercial Use
for Sport and Pleasure) Regulation 19986, for non workboats and pilot boats; and regulation
8 of Merchant Shipping (Small Workboats and Pilot Boats) Regulation 19987, for workboats
and pilot boats.
8 Where the SCV Code standards are used for such vessels, these will continue to be issued
with Certification under the existing Codes. Certification under the SCV Code will only be
appropriate for vessels constructed after the coming into force of what will be the Merchant
Shipping (SmallCommercial Vessel and Pilot Boats) Regulations 20048.
9 From the time that these proposed Regulations come into force it will be appropriate that
such vessels be issued with new code certification on the renewal of the current certification,
nominally five years after the issue of the current certification.
10 The text of the SCV Code is attached to the electronic form of this notice as an Annex, or
a printed version is available on request from the Code Vessel Safety Branch.
Further Information
Further information on the contents of this Notice can be obtained from the address at the
end of this Notice.
Code Vessel Safety Branch

Maritime and Coastguard Agency
Bay 2/05 Spring Place
105 Commercial Road
SO15 1EG
Telephone: 023 8032 9131
Fax: 023 8032 9447
E-Mail: codes@mcga.gov.uk
General Enquiries: 24 Hour InfoLine
infoline@mcga.gov.uk
0870 600 6505
MCAWebsite Address: Internet:
http://www.mcga.gov.uk
File Ref: MS 93/04/010, MS 3/01/001
and MS 93/04/024
Published: October/2004
Crown Copyright 2004
Safer Lives, Safer Ships, Cleaner Seas
1 Being under 24 metres Load Line Length

2 ISBN 0-11-551185-7
3 ISBN 0-11-551184-9
4 ISBN 0-11-552006-6
5 ISBN 0-11-551812-6
6 SI 1998 No:2771
7 SI 1998 No:1609
8 It is hoped that these Regulations will made in 2004 otherwise the year reference will be
2005.
ONLY TO BE USED IN CONJUNCTION WITH MGN 280

Annex
(Available in Electronic Form ONLY)
See: http://mcanet.mcga.gov.uk/public/c4/mld/section03/mgn280.pdf
THE SMALL COMMERCIAL VESSEL AND PILOT BOAT CODE OF

PRACTICE
CONTENTS
1 Foreword
2 Definitions
3 Application and Interpretation
3.1 Application
3.2 Areas of Operation
3.3 Certification
3.4 Sports Diving, Sea Angling and Other Water Based Recreational Activities
3.5 Water Based Activities
3.6 Interpretation
3.7 Certifying Authorities
3.7.2 Local Authorities appointed as Certifying Authorities
3.8 Updating of the Code
3.9 Vessels Operating in Protected Waters and/or a Restricted Service Equivalent Safety
Standards
3.10 Equivalent Standards
4 Construction and Structural Strength
4.1 General Requirements
4.2 Structural Strength
4.2.1 General
4.2.2 Construction materials
4.3 Decks
4.3.1 Weather deck
4.3.2 Recesses
4.4 Watertight Bulkheads
4.5 Inflatable Boats

4.5.1 General
4.5.3 Testing
5 Weathertight Integrity
5.1 Hatchways and Hatches
5.1.1 General requirements
5.1.2 Hatchways which are open at sea
5.2 Doorways and Companionways
5.2.1 Doorways located above the weather deck
5.2.2 Companion hatch openings
5.3 Skylights
5.4 Portlights and Windows
5.4.8 For the wheelhouse
5.5 Ventilators and Exhausts
5.6 Air Pipes
5.7 Sea Inlets and Discharges
5.8 Materials for Valves and Associated Piping
6 Water Freeing Arrangements
6.1 General
6.2 Motor Vessels
6.3 Sailing Vessels
7 Machinery
7.1 General Requirement
7.2 Diesel Engines
7.3 Petrol Engines
7.4 Installation
7.5 Engine Starting
7.6 Portable Equipment
7.7 Stowage of Petrol

8 Electrical Arrangement
8.1 General
8.2 Systems
8.3 Lighting
8.4 Batteries
8.4.1 Battery system requirements
8.4.2 Battery stowage
8.4.3 Ventilation
8.5 Cables
8.6 Hazardous Spaces
8.7 Lightning Protection
9 Steering Gear, Rudder and Propeller Systems
9.1 Steering
9.2 Rudder System
9.3 Propeller System
10 Bilge Pumping
10.1 General System Requirements
10.2 Vessels Carrying 16 or More Persons or Operating in Area Category 0 or 1
10.3 Vessels Carrying 15 or Less Persons and Operating in Area Category 2 to 6
10.4 Open Boats, Inflatable Boats and Boats with a Buoyant Collar
10.5 Bilge Alarm
11 Intact Stability
11.1 All Vessels
11.1.1 General
11.2 Damage Survivability
11.2.2 Multihull vessels
11.3 Motor Vessels complying with Section 11.1.1.2
11.3.9 Permitted areas of operation
11.4 Motor Vessels Complying with Section 11.1.1.3

11.5 Inflatable Boats or Boats Fitted with a Buoyant Collar
11.5.1 Stability tests
11.5.2 Damage tests inflatable boats
11.5.3 Swamp test
11.5.4 Person recovery stability test
11.6 Vessel Fitted with a Deck Crane or other Lifting Device
11.7 Vessel Engaged in Towing
11.8 Sailing Monohull Vessels Complying with Section 11.1.1.2
11.9 Sailing Monohull Vessels complying with Section 11.1.1.3
11.9.1 General
11.9.2 Vessels without external ballast keels
11.9.3 Vessels fitted with external ballast keels
11.9.4 Assessment using the RYA STOPS numeral or use of SS numeral calculated by the
Royal Ocean Racing Club
11.9.5 Table showing permitted areas of operation, STOPS Numerals and Design Categories
for a vessel operating in area categories other than 0 or 1 and carrying 15 or less
persons
11.10 Sailing Multihull Vessels
11.11 Approval of Intact and Damage Stability
11.11.1 A vessel not required to have an approved Stability Information Booklet
11.11.2 A vessel required to have an approved Stability Information Booklet
11.11.3 A vessel required to have approved damage stability information
12. Freeboard and Freeboard Marking
12.1 Sailing Vessels
12.1.1 General
12.1.2 Freeboard mark and loading
12.2 Motor Vessels
12.2.1 General
12.2.2 Minimum freeboard
12.2.2.3 All motor vessels

12.2.4 Inflatable boats
13 Life-Saving Appliances
13.1 General
13.2 Liferafts
13.2.1 Category 0
13.2.2 Category 1
13.2.3 Categories 2, 3, 4, 5 & 6
13.3 Lifebuoys
13.4 Lifejackets
13.5 Thermal Protective Aids
13.6 Portable VHF
13.7 406MHz EPIRB
13.8 SART
13.9 General/Fire Alarm
13.10 Pyrotechnics
13.11 Training Manual
13.12 Instruction Manual (on board maintenance)
14 Fire Safety
14.1 General
14.2 Vessels Operating in Category 0 and 1 and in any other Category Where the Total
Installed Power Exceeds 750 kW
14.3 Insulation
14.4 Cleanliness (and Pollution Prevention)
14.5 Open Flame Gas Appliances
14.6 Furnishing Materials
14.7 Fire Detection
14.8 Means of Escape
15 Fire Appliances
15.1 General
15.2 Vessels Less than 6 metres in Length Operating in Category 6 Waters
15.3 Open Vessels, Inflatable Boats and Boats with a Buoyant Collar up to 8m inLength not
Fitted with a Substantial Enclosure
15.4 Vessels Less than 15 metres in Length and Carrying 15 or Less Persons
15.5 Vessels 15 metres or More in Length or Carrying 16 or More Persons
15.6 Provision for Fire Extinguishing in Machinery Spaces
15.7 Informative Notes
16 Radio Equipment
16.2 Radio Installation
17 Navigation Lights, Shapes and Sound Signals
18 Navigational Equipment
18.1 Magnetic Compass
18.2 Fluxgate Compass
18.3 Other Equipment
19 Miscellaneous Equipment
19.1 Nautical Publications
19.2 Signalling Lamp
19.3 Radar Reflector
19.4 Measuring Instruments
19.5 Searchlight
20 Anchors and Cables
20.1 General
20.2 Anchors
20.3 Cables
20.4 Towline
20.5 Operations
20.5.3 Area of Operation Category 0, 1, 2, or 3
20.5.4 Area of Operation Category 4 and 5

20.5.5 Area of Operation Category 6
21 Accommodation
21.1 General
21.1.1 Hands holds and grab-rails
21.1.2 Securing of heavy equipment
21.1.3 Access/escape arrangements
21.1.4 Ventilation
21.1.5 Hot water systems
21.2 Vessels at Sea for More Than 24 Hours
21.2.1 General
21.2.2 Ventilation
21.2.3 Lighting
21.2.4 Water services
21.2.5 Sleeping accommodation
21.2.6 Galley
21.2.7 Toilet facilities
21.2.8 Stowage facilities for personal effects
22 Protection of Personnel
22.1 Deckhouses
22.2 Bulwarks, Guard Rails and Handrails (General)
22.4 Safety Harness
22.5 Toe Rails
22.6 Safe Location
22.7 Surface of Working Decks
22.8 Recovery of Persons from the Water
22.9 Personal Clothing
22.10 Noise
23 Medical Stores
24 Tenders (Dinghies)
25 Requirements Specific to the Use of the Vessel
25.1 Sailing Vessel Features
25.2 Vessel Engaged in Commercial Towing
25.2.1 General
25.2.2 Towing arrangements
25.2.3 Weathertight integrity
25.2.4 The towed vessel or floating object
25.3 Cargo Carrying
25.5 Non-Self-Propelled Vessel
25.5.1 General
25.5.2 Stability
25.5.3 Freeboard
25.6 Vessel Engaged as a Pilot Boat
25.6.1 General
25.6.2 A small commercial vessel engaged as a pilot boat
25.6.3 Dedicated pilot boat
26 Manning
26.1 General
26.2 Vessels Other than Those on Bare-boat Charter/Hire/Lease
26.3 Vessels on Bare-boat Charter/Hire/Lease
26.4 Vessels on Skippered Charter
26.5 Vessels with Lifting Gear and Winches Associated with Lifting
26.6 Pilot Boats
26.7 Single Handed Operations
26.8 Manning of Training Vessels - Status of Trainees
27 Procedures, Certification, Examination and Maintenance
27.1 Definitions
27.2 Requirements and Procedures for Vessels to be Examined and Certified
27.3 Issue of a Certificate of Compliance Under the Code
27.4 Renewal and Annual Examinations
27.4.1 Renewal examination
27.4.2 Examination requirements other than compliance or renewal
27.4.3 Additional requirements for inflatable and rigid inflatable boats
27.5 Examination and Certification of Pilot Boats
27.5.2 Pilot boat certificate and pilot boat endorsement of a small commercial vessel
certificate
27.5.3 Intermediate examination of a dedicated pilot boat
27.5.4 Annual examination by owner/managing agent
27.5.5 Procedure if a pilot boat, its machinery or safety equipment is deficient
27.5.6 Exemptions for pilot boats
27.6 Appeal Against the Findings of an Examination
27.7 Maintaining and Operating the Vessel
27.8 Other Conditions Applying to Certificates- Validity and Cancellation of Certificates
28 Vessels Operating under Race Rules
29 Clean Seas
29.1 General
29.2 Requirements for Preventing Pollution of the Sea
29.2.1 Sewage
29.2.2 Garbage
29.2.3 Oil
30 Packaged Dangerous Goods
30.1 Governing Statute
30.2 Ship Stores
30.4 Scuppers and Drains
30.5 Electrical Equipment

30.6 Structural Fire Protection
30.7 Fire Fighting Equipment
30.8 Crew Training
30.9 Vessel Certification
30.10 Cargo Documentation
30.11 Permitted Packaged Dangerous Goods
ANNEX 1 Extract from MGN 105 (M)
Guidelines on the Use and Fitting of Retro-Reflective Materials on Life-Saving Appliances
.1 Lifeboats and Rescue Boats
.2 Liferafts
.3 Lifebuoys
.4 Buoyant Apparatus
.5 Lifejackets
.6 Immersion Suits
.7 General Remarks
ANNEX 2 Medical Stores for Code Vessels in Area Categories 2, 3, 4, 5, and 6
Category C Stores, as Required by MSN 1768 (M+F)
ANNEX 3 The Manning of Small Vessels
1. Areas of Application
2. Minimum Qualifications of the Person in Charge of the Vessel (Skipper) and of the
Additional Persons Required to be Carried on Board
2.1 General
2.2 Endorsement of Certificates
2.3 Qualifications Required
2.4 Controllers of Organised Activities
2.5 Radio Qualifications
2.6 Medical Fitness Certificates
2.7 Basic Sea Survival Course
2.8 First Aid Training

2.9 Hours of Work Provisions
2.10 Health and Safety at Work Provisions
2.11 Radar Training
3. Revalidation of Certificates and Licenses
4. Approved Engine Course
5. Stability
6. Pilot Boats
7. Single Handed Operations
8. Responsibility of the Owner/Managing Agent for Safe Manning of the Vessel
9. Keeping a Safe Navigational Watch
10. Withdrawal of Certificate of Competency or Service
TABLE 1 - Deck Manning Requirements for Small Vessels in Commercial Use
TABLE 2 - Engineering Manning Requirements for Small Vessels in Commercial Use
Until 31/12/2005
TABLE 3 - Engineering Manning Requirements Small Vessels in Commercial Use
After 01/01/2006
ANNEX 4 Equivalence for Variations and Beachcraft
1. Guidance on the Assessment of Variations to the Standards Applied by the Code
2. Guidelines for the Safe Operation of Commercially Operated Pleasure Craft from a Beach
or Harbour
3. Additional Advice for the Hiring of Personal Watercraft
ANNEX 5 Liquid Petroleum Gas Installation for Domestic Use
1. General Information
2. Stowage of Gas Cylinders
3. Cylinders and Attachments
4. Fittings and Pipework
5. Appliances
6. Ventilation
7. Gas Detection
8. Emergency Action
9. Owner/Operator Testing
ANNEX 6 MARPOL Oil Pollution Prevention Information
1. MARPOL Requirements Oil Pollution
1.1 Discharge Limits and Equipment
1.2 Antarctic Area
1.3 Effluent Retention on Board
1.4 Chemicals
1.5 Exceptions
1.6 Special Areas (Taken from MARPOL Regulation 10)
ANNEX 7 Skippered Charter - Safety Briefing
ANNEX 8 Handover Procedures for Owners /Managing Agents Who Bare-Boat
Charter a Vessel
1. Familiarisation at Handover
2. Documentation
3. Procedure on Return of the Vessel to the Owner/Managing Agent
ANNEX 9 Fire Test for GRP
1. Heat Source
2. Specimen
3. Test Procedure
ANNEX 10 Ignitability Test for Combustible Material
1. Test Specimens
2. Conditioning of Test Specimens
3. Atmosphere for Testing
4. Testing Procedure
4.1 Source of Ignition
4.2 Height of Flame
ANNEX 11 Exposure of Personnel to Potentially Harmful Noise
ANNEX 12 Use of ISO First of Type Righting Moment Curve for Stability
Assessment
1. Introduction
2. Stability Verification Test
3. Maximum Steady Heel Angle for Sailing Vessels
ANNEX 13 Standards Annex
1 Foreword
1.1 The Code has been developed for application to United Kingdom (UK) vessels of up to 24
metres Load Line length which are engaged at sea in activities on a commercial basis, which
carry cargo and/or not more than 12 passengers, or provide a service in which neither cargo
nor passengers are carried, or are UK pilot boats of whatever size.
1.2 This Code of Practice supersedes the following four Codes of Practice:-
1. the
2. the
3. the
4. the
Safety of Small Commercial Motor Vessels (Yellow Code);

Safety of Small Commercial Sailing Vessels (Blue Code);
Safety of Small Workboats and Pilot Boats (Brown Code); and
Safety of Small Vessels in Commercial Use for Sport or Pleasure Operating from a
Nominated Departure Point (NPD) (Red Code).
This Code draws together in one publication a rationalisation of the existing requirements
contained in the previous four separate codes.
1.3 It should be noted, however, that the class of ship (or type of vessel, i.e. passenger or
nonpassenger), assigned to a UK vessel is very much dependent upon the terms on which
those persons forming the crew have been appointed.
1.4 Vessels operating at sea, for commercial purposes, are required, under Merchant
Shipping legislation to have a valid Load Line Certificate. A certificate issued in accordance
with this Code of Practice provides a legal alternative to a Maritime and Coastguard Agency
(MCA) Load Line Certificate for small seagoing vessels in commercial use.
1.5 The use of the normal Merchant Shipping Regulations to achieve Load Line certification,
as an alternative to Code certification, remains an option which owners can choose to adopt.
The Steering Committee responsible for developing this Code considers, however, that it will
be easier to apply and understand a Code of Practice than to apply the many separate
Merchant Shipping Regulations which would otherwise need to be consulted. The Code offers
certification which is an alternative to meeting those various regulations which would
otherwise apply, and to the issue of a UK Load Line Certificate, though such vessels in
compliance with this Code may additionally be issued with a Load Line certificate.
1.6 Compliance with the Code in no way obviates the need for vessels and/or skippers to
comply with relevant bylaws made by either the local/navigation authority or the
port/harbour authority for the area in which the vessel operates. Local authorities may, for
instance, have powers to require vessels to have passenger liability and third-party
insurance cover, and to set the level of that cover. Additionally, recognising that some
vessels operate both at sea and on inland waterways, attention is drawn to the common
approach to vessel safety adopted by the major UK Inland Navigation Authorities.
Owners/managing agent(s) of such vessels should also comply with any applicable
requirements of any relevant authority for the area of operation. It should also be noted that
local authorities may also have powers over the use of the foreshore and landing places, and
to issue licenses for their use.
1.7 The Code is an acceptable Code of Practice for application to vessels in accordance with
the Merchant Shipping (Small Commercial Vessels and Pilot Boats) Regulations 2004, from
which it draws its authority.
1.8 Seagoing police boats should be surveyed and certificated in accordance with the Code
of Practice for all Police Craft published by the General Purposes and Marine Subcommittee
of the Association of Chief Police Officers, and which is covered by the General Exemption
issued on behalf of the Secretary of State.
1.9 This Code applies to all UK Pilot Boats. There is no equivalent Merchant Shipping
legislation.
1.10 The organisations involved in the harmonisation of the Codes of Practice referred to in
1.2, were as follows:
American Bureau of Shipping
Association of British Yacht Charter Companies
Association of District Councils
British Marine Federation
British Ports Association
British Sub-Aqua Club
Bureau Veritas
Burness Corlett and Partners
Det Norske Veritas
Germanischer Lloyd
Lloyds Register of Shipping
Maritime and Coastguard Agency
MECAL Limited
National Federation of Charter Skippers
National Federation of Sea Anglers
National Workboat Association
Professional Boatmans Association
Registro Italiano Navale
Royal Yachting Association
The Society of Consulting Marine Engineers and Ship Surveyors
Trinity House Lighthouse Service
UK Major Ports Group
UK Maritime Pilots Association

Yacht Charter Association
Yacht Designers and Surveyors Association
1.11 The primary aim in developing the Code has been to set standards of safety and
protection for all on-board and particularly for those who are trainees or passengers. The
level of safety it sets out to achieve is considered to be commensurate with the current
expectations of the general public. The Code relates especially to the construction of a
vessel, its machinery, equipment and stability and to the correct operation of a vessel so
that safety standards are maintained.
1.12 The over-arching principle of the harmonisation process was not to introduce widescale changes or enhancement to the original Codes standards. The Working Group was
tasked by the Steering Committee to take into account the lessons learnt since the Codes
were introduced and to review the Code in line with the MCAs Range and Risk philosophy.
This Range and Risk philosophy is manifested, in this Code, through a new approach to
assessing a variety of the key elements (vessels structural strength, stability, life saving
apparatus, etc.). These have been revised upon better consideration of the control measures
necessary for the safety of the vessels complement of persons. Clearly these measures
should increase in requirement, proportionately with the increase in range of a vessel from a
safehaven and/or the risks introduced by the number of persons carried on-board, or the
particular type of operation that the vessel is to undertake.
1.13 It will be noted that the Code deals with the equally important subject of manning and
of the qualifications needed for the senior members of the crew.
1.14 In addition, however, designers and builders of vessels will need to pay special regard
to the intended area of operation and the working conditions to which a vessel will be
subjected when selecting the materials and equipment to be used in its construction.
1.15 The builder, repairer or owner/managing agent of a vessel, as appropriate, should take
all reasonable measures to ensure that a material or appliance fitted in accordance with the
requirements of the Code is suitable for the purpose intended, having regard to its location
in the vessel, the area of operation and the weather conditions which may be encountered.
1.16 The Commission of the European Communities general mutual recognition clause
should be accepted. The clause states:Any requirement for goods or materials to comply with a specified standard shall be satisfied
by compliance with:-
1. a relevant standard or code of practice of a national standards body or equivalent

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

any Member State of the European Community;
4. traditional procedures of manufacture of a Member State of the European Community
where these are the subject of a written technical description sufficiently detailed to
permit assessment of the goods or materials for the use specified; or
5. a specification sufficiently detailed to permit assessment for goods or materials of an
innovative nature (or subject to innovative processes of manufacture such that they
cannot comply with a recognised standard or specification) and which fulfil the
purpose provided by the specified standard;
provided that the proposed standard, code of practice, specification or technical description
provides, in use, equivalent levels of safety, suitability and fitness for purpose.
1.17 It is important to stress that, whilst all reasonable measures have been taken to
develop standards which will result in the production of safe and seaworthy vessels, total
safety at sea can never be guaranteed. As a consequence, it is most strongly recommended
that the owner/managing agent of a vessel should take out a policy of insurance for all
persons who are part of the vessels complement from time to time. Such insurance should
provide cover against any foreseeable claims that may arise. If a policy of insurance is in
force, a copy of the certificate of insurance should be either displayed or available for
inspection by persons on-board the vessel.
1.18 When a vessel to which the Code is applicable is permanently based abroad and subject
to Rules, Regulations and examination by the Administration of the country from which it
operates, the owner/managing agent may approach a Certifying Authority with the purpose
of establishing equivalence with the Code.
1. Equivalence should be established for the construction of a vessel, its machinery,

equipment, stability, correct operation and examination of the vessel.
2. The Certifying Authority, when it is satisfied that it is appropriate to do so, may make
recommendations in order to issue a certificate based on declaration(s) and

report(s) from the administration of the country in which the vessel is permanently
based.
3. The Certifying Authority should make its recommendations to the UK Administration
for approval by the Secretary of State.
It should also be noted that United Kingdom registered vessels to which this Code applies,
when operating outside of United Kingdom waters, may be subject to additional
requirements of the port state or overseas administration, over and above this Code of
Practice. Owners/managing agents should contact the administration controlling these
waters for further information.
1.19 The Organisations listed in 1.10 above most strongly recommend that all owners and
operators of pleasure vessels, including those operated by members clubs, adopt the
standards set out in the Code, or equivalent as appropriate to their operation, as guidelines
on safe practice.
1.20 The Organisations listed in 1.10 above consider that the following criteria must be
satisfied for members clubs to properly claim that their vessel or vessels are pleasure
vessels within the meaning of the Regulations;
1. The vessel or vessels must be in the ownership of the club as a legal entity, or in the
joint ownership of all the members evidenced by documentation that is legally
binding on parties.
2. The major and valuable items of equipment for these vessels must be similarly
owned, and evidenced.
3. The members club should be able to produce its own constitution, membership list
and accounts to an officer of the MCA.
1.21 Delegation of Survey and Certification to Certifying Authorities

1.21.1 The MCA is an Executive Agency of the Department for Transport, and has
responsibility and accountability for the UK Merchant Shipping Regulations and their
enforcement. The Agency has delegated to Certifying Authorities the examination (survey)
and certification of vessels to which this Code applies, and the Certifying Authorities and the
MCA have a written agreement which defines this relationship. The MCA, however retains the
enforcement duties of the Code and is responsible for auditing the Certifying Authorities,
although it remains an active Certifying Authority itself.
1.21.2 The appointment of Certifying Authorities has been influenced by the requirement to
have a local capability for the efficient handling of the needs of owners/operators of vessels.
Certifying Authorities appointed may charge owners/operators of vessels a fee appropriate to
the effort which is required from them for a vessel to be examined and certificated.
1.21.3 Certain coastal local authorities which have been able to satisfy MCA criteria have
been appointed Certifying Authorities, and are therefore able to issue certificates under this
Code in addition to discharging their option with regard to their boat licensing schemes.
Where local authorities have declined to take appointments as Certifying Authorities, MCA
has approached those Certifying Authorities which are already actively engaged on the
Agencys behalf in the examination and certification of vessels under the Codes, and these
have, with their agreement, been appointed.
1.21.4 At the option of the local authority, the written agreement between the
Administration and the local authority Certifying Authorities may include limited delegation
of enforcement powers to the local authority. Such delegation will allow the local authority
power to stop and detain vessels which are un-certificated, or to which they have issued
certificates, which would otherwise contravene certification in accordance with this Code.
1.22 Impact of Government Reviews and the Adventure Activities Regulations
1.22.1 The objectives for sport have been set out by Government. The principle of
selfdetermination for sports bodies has been encouraged to the extent that when it has been
necessary to impose some form of control on such bodies, the policy has usually been to
encourage the bodies to adopt voluntary codes or procedures which would have the same
effect as regulation.
1.22.2 In 1990, Government commissioned a review into safety in water sports. The review
concluded that the current system of self-regulation developed by the governing bodies of
sport is sufficient to meet their responsibility for the safety of sports participants.
1.22.3 The Code makes requirements for commercial water based recreational activities
which recognise the findings of the above review. National governing bodies for sea
recreational activities which have developed safety standards and examination procedures to
ensure the standards are upheld can apply to the Administration to request assessment and
authorisation to continue to regulate vessels complying with their scheme rather than with
the provisions of the Code. The safety content of any certification will however be assessed
and agreed formally before the certification is recognised.
1.23 Health and Safety Regulations
1.23.1 The owner/skipper of a vessel is responsible for the health and safety of anyone
working on the vessel. When the owner/skipper employs crew, the Merchant Shipping Health
and Safety Regulations apply. See 2.10 of Annex 3 - The Manning of Small Vessels.
1.23.2 Every employer is to be aware of any risks affecting workers and ensure that
appropriate measures are taken to minimise them through improving procedures or
equipment where necessary. Employers must instruct those affected about the risks and how
to ensure their own health and safety and the health and safety of others.
2 Definitions
In the Code:Accommodation space means any space, enclosed on all six sides by solid divisions,
provided for the use of persons on-board;
Administration means the Government of the State whose flag the ship is entitled to fly;
Annual examination means a general or partial examination of the vessel, its machinery,
fittings and equipment, as far as can readily be seen, to ascertain that it had been
satisfactorily maintained as required by the Code and that the arrangements, fittings and
equipment provided are as documented in the Compliance Examination and Declaration
report form SCV2. The hull, shell fittings, external steering and propulsion components of
the vessel should be examined out of the water at intervals not exceeding 5 years. The
Certifying Authority may stipulate a lesser interval in consideration of hull construction
material or the age or the type and service of the vessel;
Affiliated club means a club which is affiliated to a national governing body of sport;
Approved means approved by or acceptable to the MCA under Merchant Shipping

legislation, unless otherwise specified in the Code;
Authorised person means a person who by reason of relevant professional qualifications,
practical experience or expertise is authorised by the Certifying Authority chosen by the
owner/managing agent from those listed in the Code to carry out examinations required
under Section 27 of the Code;
Bare boat charter means a charter for which the charterer provides the skipper and the
crew;
Boats fitted with a buoyant collar means a rigid inflatable vessel, or a vessel of similar hull
form, where the inflatable tubes are replaced by solid, or hollow, buoyant sections;
Cargo for the purpose of the Code means all items which are transported by the vessel
except fuel for the vessel, ballast (either solid or liquid), consumables to be used onboard,
permanent outfit and equipment of the vessel, stores and spare gear for the vessel, crew
and their personal baggage and passengers and their personal baggage, and activity related
equipment;
Category C waters means waters designated category C waters in the Merchant Shipping
(Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping
Notice MSN 1776(M);
Category D waters means waters designated category D waters in the Merchant Shipping
(Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping
Notice 1776(M);
Certificate means the certificate appropriate to a vessel to which the Code is applied. See
section 1.1;
Certifying Authority means either the MCA or one of the organisations authorised by the
MCA to:a) appoint persons for the purpose of examining vessels and issuing and signing
Declarations of Examinations; and
b) issue Certificates.
The organisations so authorised by the MCA for all vessels covered by the Code, including
dedicated pilot boats are as follows:American Bureau of Shipping
Bureau Veritas
Burness Corlett & Partners Limited
Germanischer Lloyd
International Institute of Marine Surveyors
Lloyds Register of Shipping
MECAL Ltd
Registro Italiano Navale (Rina)
Royal Yachting Association
Society of Consulting Marine Engineers & Ship Surveyors
Yacht Designers & Surveyors Association;

Charter means an agreement between the owner/managing agent and another party which
allows that other party to operate the vessel, and the Charterer is that other party;
Code means this Code unless another Code is specified;
Compartment means all living and working spaces within the watertight or fire-resisting
boundaries on any one level which have inter-communicating access;
Competent harbour authority has the same meaning as it has in the Pilotage Act 1987;
Competent Authority in respect of manning qualifications (Annex 6) means either the
Maritime and Coastguard Agency or an organisation that issues Certificates of Competence
which has applied for and been granted recognition by the Maritime and Coastguard Agency
as having the appropriate technical and administrative expertise;
Compliance examination means an examination of the vessel, its machinery, fittings and
equipment, by an authorised person, to ascertain that the vessels structure, machinery,
equipment and fittings comply with the requirements of the Code. Part of the examination
should be conducted when the vessel is out of the water. For vessels of similar type the
Certifying Authority may exercise discretion in carrying out the compliance examination
entirely out of the water;
Control position means a conning position which is continuously manned whilst the vessel
is under way;
Crew means a person employed or engaged in any capacity on-board a vessel on the
business of the vessel;
Critical Downflooding is deemed to occur when openings having an aggregate area, in
square metres, greater than:vessels displacement in tonnes
1500
are immersed. Moreover, it is the angle at which the lower edge of the actual opening which
results in critical flooding becomes immersed. All openings regularly used for crew access
and for ventilation should be considered when determining the downflooding angle. Air pipes
to tanks can, however, be disregarded. Where an appropriate ISO standard is used, the
definition should be taken from those standards as applicable;
Daylight means one hour before sunrise until one hour after sunset;
Decked vessel means a vessel with a continuous watertight weather deck which extends
from stem to stern and has positive freeboard throughout, in any condition of loading of the
vessel. Where an appropriate ISO standard is used, the definition should be taken from
those standards as applicable;
Design Category means a description of the wind and sea conditions for which a vessel is
considered suitable under the EU Recreational Craft Directive 94/25/EC of 16th June 1994,
and used for the application of relevant ISO and CEN standards. See table below;
Efficient in relation to a fitting, piece of equipment or material means that all reasonable
and practicable measures have been taken to ensure that it is suitable for the purpose for
which it is intended. See 1.15;
Existing vessel means a vessel already in possession of a Small Commercial Vessel
Certificate, issued under a previous Code of Practice, see Section 1.2, prior to the date of
this Code coming into force;
Favourable weather means wind, sea and visibility conditions which are deemed by the
skipper to be safe for a small vessel to operate within the limits applied to it; or, in any other
case means conditions existing throughout a voyage or excursion in which the effects either
individually or in combination of swell, height of waves, strength of wind and visibility cause
no hazard to the safety of the vessel, including handling ability.
In making a judgement on favourable weather, the skipper should have due regard to official
weather forecasts for the service area of the vessel or to weather information for the area
which may be available from the MCA or similar coastal safety organisation;
Forms used by Certifying Authorities are typically:Application for examination (SCV1)
Compliance Examination and Declaration (SCV2)
Stability Application Motor or Sail
Small Commercial Vessel Certificate
Compliance and Declaration of a Pilot Boat
Dedicated Pilot Boat Certificate
Freeboard means the distance measured vertically downwards from the lowest point of the
upper edge of the weather deck to the waterline in still water or, for an open vessel, the
distance measured vertically downwards from the lowest point of the gunwale to the
waterline;
High Holding Power (HHP) Anchor means an anchor that can be shown to have holding
powers of at least twice those of a standard stockless anchor of the same mass;
Immediate family means, in relation to an individual, the spouse of that individual, a
relative of that individual and a relative of the spouse of that individual;
Immersion Suit means a protective suit which reduces the body heat-loss of a person
wearing it in cold water and complies with the requirements of Schedule 10, Part 1 of MSN
1676 (M);
Inflatable Boat means a vessel with attains its form through inflatable tubes only, which
are not attached to a solid hull;
Land means the sea shore above the line of mean high water mark;
Length means the overall length from the foreside of the foremost fixed permanent
structure to the aftside of the aftermost fixed permanent structure of the vessel. With regard
to inflatable, rigid inflatable boats, or boats fitted with a buoyant collar, length should be
taken from the foremost part of tube or collar, to the aft most part of the tube or collar.
Load Line Length means either 96% of the total length on a waterline at 85% of the least
moulded depth measured from the top of the keel, or the length from the foreside of the
stem to the axis of the rudder stock on that waterline, whichever is the greater. In a vessel
designed with a rake of keel, the waterline on which this length is measured should be
parallel to the design waterline;
Long international voyage means any voyage where a vessel is more than 200 miles from
a safehaven, or the length of the voyage from departure to arrival more than 600 miles
Maritime and Coastguard Agency means the Maritime and Coastguard Agency (MCA), an
executive agency of the Department for Transport;
Maximum permissible weight means the maximum total permissible weight of persons and
their effects, cargo, and activity related equipment, i.e. diving equipment;
MED means the EU Marine Equipment Directive;
Members club means an affiliated club under the rules of which (a) a person may not (i) be admitted to membership; or
(ii) be admitted, as a candidate for membership, to any of the privileges of membership,
without an interval of at least two days between his nomination or application for
membership and his admission;
(b) a person who becomes a member without prior nomination or application may not be
admitted to the privileges of membership without an interval of at least two days between
his becoming a member and his admission;
(c) any profits of the club may not be distributed to the members of the club,
Member State of the European Economic Area means a State which is a contracting party
to the Agreement on the European Economic Area signed at Oporto on 2 May 1992, as
adjusted by the Protocol signed at Brussels on 17 May 1993;
Merchant Shipping Act, Merchant Shipping Order, Merchant Shipping Regulations and
Merchant Shipping Rules referred to in the Code mean the reference specified and includes
the document issued under the appropriate statutory power which either amends or replaces
the reference specified;
Merchant Shipping Notice (MSN) means a Notice described as such and issued by the MCA,
and reference to a specific Merchant Shipping Notice includes reference to any Merchant
Shipping Notice amending or replacing that Notice which is considered by the Secretary of
State to be relevant from time to time and is specified in a Merchant Shipping Notice;
Mile means a nautical mile of 1852 metres;
Motor vessel means a power driven vessel which is not a sailing vessel;
Multihull vessel means any vessel which in any normally achievable operating trim or heel
angle, has a rigid hull structure which penetrates the surface of the sea over more than one
separate or discrete area;
National governing body of sport means a national governing body for a sport or activity
conducted on or in water which is recognised by (a) the English Sports Council (known as Sport England);
(b) the Sports Council for Northern Ireland;
(c) the Sports Council for Wales; or
(d) the Sports Council for Scotland (known as sportscotland);
New vessel means a vessel not in possession of a Certificate issued in accordance with one
or more of the Codes of Practice listed in 1.2 prior to the date of this Code coming into force;
Nominated departure point means the designated point of departure of the vessel, as
specified on the vessels certificate. Where this point lies within Category C or Category D
waters, it is to be taken as the seaward boundary of these waters.
Officer, in relation to a body corporate, means (a) a director, manager, secretary or other similar officer of the body corporate, or a person
purporting to act in any such capacity, or
(b) an individual in accordance with whose directions or instructions the directors of that
body corporate, or of any other body corporate which is its controller, are accustomed to
act;
Open boat for the application of the Code means a vessel which within its length is:not fitted with a watertight weather deck; or
is fitted with a watertight weather deck over part of its length; or
is fitted with a watertight weather deck over the whole of its length but the freeboard to the
deck does not meet the minimum requirement for freeboard (Section 12);
Owner/managing agent means the registered owner, or the owner or managing agent of
the registered owner or owner, or owner ipso facto, as the case may be, and
Owners/managing agents should be construed accordingly;

Passenger means any person carried on a ship except:
(a) a person employed or engaged in any capacity on the business of the vessel,
(b) a person on board the vessel either in pursuance of the obligation laid upon the master
to carry shipwrecked, distressed or other persons, or by reason of any circumstance that
neither the master nor the owner nor the charterer (if any) could have prevented or
forestalled,
(c) a child of under one year of age
Pilot boat means a boat employed or intended to be employed in pilotage services, and
Dedicated pilot boat means a pilot boat of whatever size which is primarily employed in
pilotage services and other occasional services undertaken such as the carriage of personnel,
mail, and/or small quantities of stores to or from vessels in the pilotage district;
Pleasure vessel as defined in the Merchant Shipping (Small Commercial Vessels and Pilot
Boats) Regulations 2004, means;
(a) a vessel which (i) is owned by an individual, and
(ii) at the time it is being used (aa) is used only for the sport or pleasure of the owner or the immediate family or friends
of the owner, and
(bb) is on a free voyage or excursion;
(b) a vessel which (i) is owned by a body corporate, and
(ii) at the time it is being used (aa) is used only for the sport or pleasure of employees or officers of the body corporate,
or their immediate family or friends, and
(bb) is on a free voyage or excursion;
(c) a vessel (i) which is owned by or on behalf of the members of a members club,
(ii) which, at the time it is being used, is used only for the sport or pleasure of a member of
that club, his immediate family or his guest, and
(iii) for the use of which no payment is made other than a payment into the funds of the
members club which funds are applied for the general use of the members club.
In this definition, free voyage or excursion means a voyage or excursion in respect of
which (a) subject to paragraphs (b) and (c), no money is paid, and no goods or services are
provided, by any person;
(b) the owner of the vessel engaged in the voyage or excursion may pay money, or provide
goods and services, to any person; and
(c) the owner of the vessel engaged in the voyage or excursion may only receive -
(i) money for, or in connection with, the operation of the vessel or the carrying of any
person in the vessel as a contribution to the direct expenses of the operation of the vessel
incurred during the voyage or excursion, or
(ii) goods and services which are used or provided on the vessel during the voyage or
excursion.
Proprietors club means any club that is not a members club;
Protected Waters means waters not categorised in Merchant Shipping (Categorisation of
Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice MSN 1776(M),
but the location of which are explicitly defined and accepted as protected by the Regional
Chief Surveyor of the MCA responsible for the specified UK coastal area, having regard for
the safety of the small vessels which operate in those waters;
Recess means an indentation or depression in a deck and which is surrounded by the deck
and has no boundary common with the shell of the vessel. Where an appropriate ISO
standard is used, the definition should be taken from those standards as applicable;
Relative means brother, sister, ancestor, or lineal descendant;
Renewal examination means a similar examination to the Compliance examination;
Rigid inflatable boat means a vessel with inflatable tubes, attached to a solid hull. The
tubes are inflated during normal craft operation;
Safe haven means a harbour or shelter of any kind which affords safe entry and protection
from the force of weather;
Sailing vessel means a vessel which is designed to be navigated under wind power alone
and for which any motor provided is an auxiliary means of propulsion and/or which
possesses a non-dimensional ratio of (sail area) divided by (volume of displacement)2/3 of
more than 7;
Similar stage of construction means a stage at which construction identifiable with a
specific vessel begins, and assembly of that vessel, comprising at least 1% of the estimated
mass of all structural material, has commenced;
Single handed operation means operation where no-one other than the skipper is onboard;
Small vessel means a vessel of less than 24 metres in load line length, or a vessel of less
than 150 tons, where the keel of that vessel was laid, or where the vessel was at a similar
stage of construction, before 21st July 1968;
Standards such as BS (British Standard), EN (European Standard accepted by the European
Committee for Standardisation, CEN), IEC (International Electrotechnical Commission) and
ISO (International Organisation for Standardisation) identified in the Code should include
any standards which amend or replace them;
Trainee see section 26.8
To sea means beyond category D waters, or category C waters if there are no category D
waters;
United Kingdom ship means a vessel as defined in Section 85(2) of the Merchant Shipping
Act 1995 (c.21);
Void space is any space, having no practical function on board the vessel, not capable of
readily collecting water under normal operating circumstances;
Watertight means capable of preventing the passage of water in either direction;
Weather deck means the main deck which is exposed to the elements;
Weathertight means capable of preventing the admission of a significant quantity of water
into the vessel when subjected to a hose test;
Workboat in the Code means a small vessel in commercial use for purposes other than
sport or pleasure other than a dedicated pilot boat.
3. Application and Interpretation

3.1 Application
3.1.1 The Code has been developed for application to United Kingdom (UK) vessels of up to
24 metres Load Line length which are engaged at sea in activities on a commercial basis,
which carry cargo and/or not more than 12 passengers, or provide a service in which neither
cargo nor passengers are carried, or are UK pilot boats (and any such vessel registered or
owned in another country when it operates from a United Kingdom Port).
3.1.2 The Regulations apply to vessels operated by proprietors clubs and associations
whether the owner/managing agent is corporate, private or of a charitable nature.
3.1.3 Pleasure vessels are excepted from the code, and included in the definition of pleasure
vessels are those vessels wholly owned by or on behalf of a members club. Reference should
be made to the Regulations for a proper description of the conditions that need to be met for
a members club vessel to claim exception as a pleasure vessel. Where any exception to the
Regulations or the Code is claimed, the Administration will, if necessary, seek to use the
provisions of section 290 of the Merchant Shipping Act 1995 to establish the facts.
3.1.4 It is the responsibility of the owner/managing agent to ensure that a vessel is properly
maintained, examined and manned in accordance with the Code. The Code applies whether
the owner/managing agent is corporate, private or of a charitable nature.
3.1.5 At the date of application of the Code, any vessel which is in possession of a valid
Small Commercial Vessel Certificate, issued under the Codes of Practice named in Sections
1.2.1, 1.2.2, 1.2.3 and 1.2.4, above, may continue to be certificated provided they comply
with the standards under which they were examined, unless specifically stated within this
Code (Sections 13.2.2.3, 13.2.3.5 and 16.1.2). Where new equipment is installed, or the
vessel undergoes modification, the standards of the Small Commercial Vessel and Pilot Boat
Code relevant to the change, are to be applied as far as is practicable.
3.1.6 For a vessel that has been certificated under the Codes of Practice named in Sections
1.2.1, 1.2.2, 1.2.3 and 1.2.4 above, for which the certification has lapsed, or has been
suspended for no longer than 2 years, certification may be re-issued provided it complies
with the standards under which it was originally examined. Documentary evidence of the
previous certification should be presented and any modifications during the uncertified
period should be declared. Where new equipment is installed, or the vessel undergoes
modification, the standards of the Small Commercial Vessel and Pilot Boat Code, relevant to
the change, are to be applied as far as is practicable. A survey will be required, the level of
which will be determined by the Certifying Authority, taking into account the condition of the
vessel, and the period for which the certification has lapsed, or has been suspended.
3.1.7 Avessel certificated under Sections 3.1.5 or 3.1.6 above, that changes to a more
onerous mode or category of operation, must comply with the section(s) of the Small
Commercial Vessel and Pilot Boat Code applicable to that change of mode or category of
operation.
3.1.8 A sailing vessel certified under Sections 3.1.5 and 3.1.6, having a STOPS numeral
previously allowing operation in Area Categories 0 or 1, but opting to operate in a less
onerous category for equipment or other reasons, shall be allowed to operate in Area
Categories 0 or 1, subject to compliance with the manning and equipment standards of the
Code.
3.1.9 The Merchant Shipping (Small Commercial Vessels and Pilot Boats) Regulations 2004,
under which the Code is applied, states that any provision of the Code of Practice which is
expressed in the conditional by the use of the word should shall be deemed to be a
requirement.
3.1.10 A vessel to which the Code applies, but which exceeds the speed/displacement ratio
as defined within the The Merchant Shipping (High Speed Craft) Regulations 2004, SI 2004
No. 302, need not be considered under the High Speed Craft Regulations, if certificated to
the requirements of the Code.
3.2 Areas of Operation
3.2.1 A vessel may be considered for the issue of a Small Commercial Vessel certificate
allowing it to operate in one of the following areas:Area Category 6 - to sea, within 3 miles from a nominated departure point(s) named in the
certificate and never more than 3 miles from land, in favourable weather and daylight;
Area Category 5 to sea, within 20 miles from a nominated departure point named in the
certificate in favourable weather and daylight.
Area Category 4 - Up to 20 miles from a safe haven, in favourable weather and in daylight;
Area Category 3 - Up to 20 miles from a safe haven;
Area Category 0 Unrestricted service.
3.2.2 Depending on the nature of the vessel and its use, a vessel may be restricted to less
than the above specified limits. Such a restriction should be recorded on the Small
Commercial Vessel Certificate for the vessel.
3.2.3 A pilot boat should have a valid Pilot Boat Certificate (or Pilot Boat endorsement of a
valid Small Commercial Vessel Certificate) allowing it to operate in the area(s) in which it
provides a pilotage service, including areas which are not to sea.
3.3 Certification
3.3.1 To be issued with a certificate for a particular area of operation, a vessel must comply
with all of the requirements of the Code for that operating area to the satisfaction of the
Certifying Authority.
3.3.2 A certificate is to be valid for not more than five years.
3.4 Sports Diving, Sea Angling and Other Water Based Recreational Activities
3.4.1 The Code deals with the safety of the vessel and its occupants but not sport or
pleasure activities involving special safety requirements.
3.4.2 The objectives for sport have been set out by Government. The principle of
selfdetermination for sports bodies has been encouraged to the extent that when it has been
necessary to impose some form of control on such bodies - such as safety or environmental
matters - the policy has usually been to encourage the bodies to adopt voluntary codes or
procedures which would have the same effect as regulation.
3.4.3 In 1990, the Minister for Sport commissioned a review into safety in water sports. The
review concluded that the current system of self-regulation developed by the governing
bodies of sport is sufficient to meet their responsibility for the safety of sports participants.
See Section
3.1.3 for Members Clubs. It should be noted that the Adventure Activities Licensing
Authority, under the authority of the Health and Safety Executive, provides safety guidance
and a licensing scheme for sporting activities for persons under the age of 18.
3.4.4 When a water based recreation organisation, approved by a National Authority
recognised by one of the sports councils of England, Wales, Scotland, or Northern Ireland,
operates within Area Category 6, day or night, it shall comply with, and be certificated to the
safetystandards of that National Authority, provided that such have been formerly approved
by the Administration. The certificate must carry text which recognises its authority from the
Administration.
3.4.5 Vessel owners/managing agents and charterers are recommended to discuss and
agree their respective responsibilities for safety before the vessel goes to sea.
3.5 Water Based Commercial Activities
3.5.1 The Code deals with safety of the vessel and its occupants but the commercial
activities other than normal seamanship duties are not considered under the Code e.g.
commercial diving.
3.6 Interpretation
3.6.1 Where a question of application of the Code, or an interpretation of a part of the Code
arises, the owner/managing agent of the vessel concerned should in the first instance seek
clarification from the Certifying Authority. In situations where it is not possible to resolve an
issue of interpretation a decision may be obtained on written application to the Director of
Standards of the MCA, who may consult with others as deemed appropriate.
3.7 Certifying Authorities
3.7.1 The MCA is itself an active Certifying Authority. However, other organisations which
are so authorised by the MCA may appoint persons for the purpose of examining vessels,
and may issue certificates.
3.7.2 Local Authorities appointed as Certifying Authorities
3.7.2.1 The following paragraphs apply only in respect of vessels certificated to operate in
Area Categories 5 and 6:3.7.2.2 AUK local authority that has in place a safety scheme which satisfies the
requirements of the Code may apply to be appointed as a Certifying Authority by the MCA
for vessels which are seeking to be certificated to operate under the Code from a nominated
departure point(s) within the local authoritys area of the coast for which it has
responsibility.
3.7.2.3 Such MCA authorisation, by formal agreement, permits local authorities, or
organisations appointed by them, to carry out examinations and issue Code certificates for
vessels meeting the requirements of the Code and which operate in Area Categories 5 and 6.
3.7.2.4 Local authorities so authorised, or organisations appointed by them, may also issue
Code certificates for a specified radius of operation of less than 3 miles from a nominated
departure point to sea, based on a standard of safety judged by them to be equivalent to
that of the Code. Application for acceptance of equivalent standards for a particular
operating area as described in paragraph 3.2 must be made formally by the local authority
to the MCA and be based on local knowledge of the conditions under which vessels will be
permitted to operate. The conditions under which a vessel is permitted to operate must be
stated on its certificate.
3.7.2.5 In coastal areas where the local authority has declined an appointment as a
Certifying Authority, the MCA has appointed Certifying Authorities to carry out examinations
of vessels, and issue certificates to those vessels which comply with the Code.
3.8 Updating of the Code
3.8.1 In addition to the guidance on application and interpretation in Section 3.6, the Code
requirements will be regularly reviewed by a Technical Committee, comprising
representatives from the organisations listed in Section 1. Amendments will be promulgated
and a formal review of the Code will be conducted not later than five years from the date of
publication, and thereafter at intervals not exceeding five years.
3.8.2 When new standards are developed and finalised by the British Standards Institution
(BSI), European Committee for Standardization (CEN), International Maritime Organization
(IMO), International Organization for Standardization (ISO) or any other international body,
which impact upon the requirements of the Code, amendment of the Code may be
considered immediately. In the interim period, draft standards may be applied where the
MCA have accepted them as an equivalent standard.
3.8.3 The Merchant Shipping (Small Commercial Vessels and Pilot Boats) Regulations 2004
provide for, from time to time, any document amending the Code which is considered
relevant to be specified by the Secretary of State in a Merchant Shipping Notice.
3.9 Vessels Operating in Protected Waters and/or a Restricted Service - Equivalent
Safety Standards
3.9.1 When the owner/managing agent of a vessel which operates on the coast of the UK in
protected waters and/or a restricted service considers that full application of the Code would
be inappropriate because other safety provisions have been made, the owner/managing
agent may request the Director of Standards of the MCA, via the Certifying Authority, to
consider certification of the vessel in compliance with alternative safety standards.
3.9.2 Guidance on alternative safety standards is given in Annex 4.
3.10 Equivalent Standards
3.10.1 When the Code requires that a particular piece of equipment or machinery should be
provided or carried in a vessel or that any particular provision should be made, to a specified
standard, the MCA may permit any other piece of equipment or machinery to be provided or
carried, or any other provision to be made, provided that the MCA is satisfied by trials or
otherwise that the alternative is at least as effective as that required by the Code.
3.10.2 For the purpose of the Code, the results of verification and tests carried out by bodies
and laboratories of other Member States of the European Economic Area Agreement, and
Turkey, offering suitable and satisfactory guarantees of technical and professional
competence and independence should be accepted.
4. Construction and Structural Strength

4.1.1 Avessel which operates in Area Category 0, 1, or 2 should be fitted with a watertight
weather deck over the length of the vessel, satisfying the requirements of Section 4.3.1, and
be of adequate structural strength to withstand the sea and weather conditions likely to be
encountered in the intended area of operation.
4.1.2 A vessel which is not fitted with a watertight weather deck in accordance with Section
4.1.1 should normally be restricted to Area Category 3, 4, 5 or 6 and be provided with
adequate reserves of buoyancy and stability for the vessel with its full complement of
persons to survive the consequences of swamping. An open boat should normally be
restricted to service in area categories 4, 5 and 6. A sailing vessel which is not fitted with a
watertight weather deck should be limited to Area Category 6.
4.1.3 Sections 4.1.3.1 and 4.1.3.2 apply to a vessel referred to in section 4.1.2
4.1.3.1 An open boat should not carry cargo, or a combination of passengers and cargo, for
which the cargo element is in excess of 1000kg (refer to Section 11 Stability and 12
Freeboard). Such a vessel may not be fitted with a lifting device, or be engaged in towing
operations.
4.1.3.2 A motor vessel fitted with a watertight weather deck, which does not meet the
freeboard requirements of Section 12.2, but which possesses adequate reserves of buoyancy
above the weather deck, may be considered for the operations defined in Section 4.1.3.1
above, provided the following conditions are satisfied:-
1. Freeboard to the gunwale edge should meet that required by Section 12.2.2.1.3.
Freeboard to the weather deck should be positive in all loading conditions.
2. The recess bounded by the reserve buoyancy and gunwales should meet the standard
for quick-draining cockpits for Category A vessels, within ISO 11812 Small Craft
Watertight Cockpits and Quick-draining Cockpits, or equivalent.
3. The vessel should comply with the relevant intact stability criteria for transverse
stability, and should display positive longitudinal stability, for the duration of the
drain time.
A diagram showing a suitable type of arrangement for the purposes of section 4.1.3.2 is
shown below. Shaded areas show buoyancy above the watertight deck, in this case at the
vessel sides, but which may equally be fore and aft.
4.2 Structural Strength

4.2.1 General
The design of hull structure and construction should provide strength and service life for the
safe operation of a vessel, at its service draught and maximum service speed, to withstand
the sea and weather conditions likely to be encountered in the intended area of operation.
4.2.2.1 Avessel may be constructed of wood, fibre reinforced plastic (FRP), aluminium alloy,
steel or combinations of such materials. Requirements for materials used for the
construction of inflatable and rigid inflatable boats are given in Section 4.5.2.
4.2.2.2 Proposals to use any other material should be submitted to the Certifying Authority
for consideration and approval. When a Certifying Authority considers it does not have the
necessary expertise to deal with vessels of the hull material proposed, the Administration
should be consulted with regard to the procedures to be adopted.
4.2.2.3 The hull of a vessel which has been surveyed and certificated by an UK Load Line
Assigning Authority should be acceptable, subject to presentation of a Certificate of
Construction.
4.2.2.4 UK Load Line Assigning Authorities, in addition to the MCA, are American Bureau of
Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyds Register of
Shipping and Registro Italiano Navale.
4.2.2.5 A vessel which has not been built under the survey of an UK Load Line Assigning
Authority will be considered to be of adequate strength after a satisfactory examination by
an authorised person and if it has been built:-
1. in accordance with the hull certification standards for small vessels, recognised by one
of the Authorities; or
2. in general accord with the standard of a vessel which has a record of at least five
years history of safe operation in an area where the sea and weather conditions are
no less severe than those likely to be encountered in the intended area of operation.
4.2.2.6 A vessel not built in accordance with either Section 4.2.2.3 or 4.2.2.5 may be
specially considered, provided that full information (including calculations, drawings, details
of materials and construction) is presented to and approved by the Certifying Authority.
4.2.2.7 A vessel with an existing certificate at the date of coming into force of the Code, or
in possession of a valid Load Line Certificate or Load Line Exemption Certificate appropriate
to the operational category shall continue to be considered of adequate strength for its
existing category.
4.3 Decks
4.3.1 Weather deck
4.3.1.1 A watertight weather deck referred to in Section 4.1.1 should extend from stem to
stern and have positive freeboard throughout, in any condition of loading of the vessel.
(Minimum requirements for freeboard are given in Section 12.)
4.3.1.2 A weather deck may be stepped, recessed or raised provided the stepped, recessed
or raised portion is of watertight construction.
4.3.2 Recesses
For water freeing arrangements generally, see Section 6 and for freeboard requirements, see
Section 12.
4.3.2.1 For motor vessels, a recess in a weather deck complying with Section 4.3.1.1, should
be of watertight construction and have means of drainage capable of efficient operation
when the vessel is heeled to 10. Such drainage is to have an effective area, excluding grills
and baffles, of at least 20cm2 for each cubic metre of volume of recess below the weather
deck.
4.3.2.2 For sailing vessels, recesses in the weather deck should be of watertight construction
and have:.1 a total volume (Vc) which does not exceed the value obtained from the following
formula:-
Where:
V is the volume of the recess
F is the freeboard abreast the recess
n is the number of recesses considered.
.2 means of drainage capable of efficient operation when the vessel is heeled to 30. Such
drainage to have an effective area, excluding grills and baffles, of at least 10cm2 for a vessel
operating in Area Category 2, 3 or 4 and of at least 20cm2 for a vessel operating in Area
Category 0 or 1.
4.3.2.3 Alternative arrangements for the size and drainage of a recess may be accepted
provided it can be demonstrated that, with the vessel upright and at its deepest draught, the
recess drains from a swamped condition within 3 minutes; or the cockpit or recess should
comply with ISO 11812 (Small Craft Watertight and Quick Draining Cockpits) for the
relevant design category as shown in the table in Section 11.9.5
4.3.2.4 If a recess is provided with a locker which gives direct access to the interior of the
hull, the locker should be fitted with weathertight cover(s). In addition the cover(s) to the
locker should be permanently attached to the vessels structure and fitted with efficient
locking devices to secure the cover(s) in the closed position.
4.4 Watertight Bulkheads
4.4.1 The strength of a watertight bulkhead and the effectiveness of any alternative means
should be adequate for the intended purpose and to the satisfaction of the Certifying
Authority.
4.4.2 When pipes, cables, etc penetrate watertight bulkheads, they should be provided with
valves and/or watertight glands, as appropriate.
4.4.3 A doorway fitted in a watertight bulkhead should be constructed so as to be watertight
from both sides and be kept closed at sea, unless opened for access only, at the discretion of
the skipper. Anotice should be fitted to both sides of the door To be kept closed at sea,
open for access only. Sliding watertight doors, where fitted, are to be provided with suitable
safety provision to avoid injury to personnel by closure of the door.
4.5 Inflatable Boats
The following requirements should apply to an inflatable or rigid inflatable boat, other than a
tender (dinghy) covered by Section 24.
4.5.1. General
4.5.1.1 Generally, an inflatable boat or rigid inflatable boat which is intended to operate as
an independent vessel in Area Category 2 or 3 (and is not a tender operating from a vessel)
should be of a design and construction which would meet the requirements of Chapter III of
the 1974 SOLAS Convention, as amended, and the parts of the Annex to IMO Resolution
MSC.48(66) -International Life-Saving Appliance Code and MSC.81(70) - Testing and
Evaluation of Life-Saving Appliances (as amended) - which are appropriate to the type of
boat and subject to the variations which are given in the Code.
4.5.1.2 In addition, an inflatable boat or rigid inflatable boat may only be considered for
operations in Area Category 2 or 3, if additionally fitted with a permanent substantial
enclosure for the protection of persons on-board and purpose designed, subject to approval
by the Certifying Authority. For Category 3 operation only, alternative provision for
enclosures may be considered, with operational/seasonal limitations. Such cases should be
agreed by the Administration. An inflatable boat or rigid inflatable boat, of less than 8
metres in length, which is intended to operate as an independent vessel in Area Category 4,
5 or 6 should be of a design and construction which would meet the requirements of ISO
6185 Part 2 or 3. Inflatable boats or rigid inflatable boats meeting the requirements of ISO
6185 Part 1 are not suitable for operation under the Code of Practice. Vessels over 8 metres
in length should be assessed in accordance with Section 4.5.1.1.
4.5.1.3 The structure of the rigid hull of a rigid inflatable boat may alternatively be assessed
in accordance with Section 4.2.2.
4.5.1.4 When the production of boats is covered by an approved quality system and boats
are built in batches to a standard design, prototype tests on one boat may be accepted for a
boat of the same design submitted for compliance with the Code.
4.5.1.5 A boat should be of strength to withstand the sea and weather conditions likely to be
encountered in the intended area of operation.
4.5.1.6 A boat which meets these requirements may be accepted if provided with adequate
reserves of buoyancy and stability for the vessel to survive the consequences of swamping,
when loaded with all the vessels equipment, fuel, cargo, activity related equipment (e.g.
diving equipment) and number of persons for which it is to be certificated. (See Section 11
and 12 for applicable standard).
4.5.2.1 For boats complying with Section 4.5.1.1, materials should satisfy the requirements
of Chapter III of the 1974 SOLAS Convention, as amended (including ISO 15372:2000 Ships
and marine technology. Inflatable rescue boats. Coated fabrics for inflatable chambers),
except that fireretarding characteristics are not required for the hull material. For boats
complying with Section 4.5.1.2, materials should satisfy the requirements of ISO 6185 Part 2
or Part 3 as appropriate to the engine size.
4.5.2.2 A new boat of a type certified as a rescue boat under the the Merchant Shipping
(Marine Equipment) Regulations 1999 (SI 1957) or provided with a letter of compliance for
use as a fast rescue boat for offshore stand-by vessels, or any equivalent certification or
compliance, should be accepted as complying with the construction requirements of the
Code.
4.5.2.3 A new boat which is not built in accordance with either Section 4.5.1.1 or 4.5.1.2
may be specially considered, provided that full information (including calculations, drawings,
details of materials and construction) is presented to and approved by the Certifying
Authority.
4.5.2.4 A permanent shelter provided for the protection of persons on-board should be of
construction adequate for the intended purpose and the intended area of operation.
4.5.3 Testing
In addition to the survey regime in accordance with Section 27.7 the following should be
applied during the life of the certificate:.1 Annually (by the owner/managing agent) - An airtightness test as follows;
Inflate each compartment of the boat individually to 120% of the safe working
pressure.
Check Integrity of tubes and seams for each compartment with soapy water and, in
the case of a rigid inflatable boat, the integrity of the joints between the tubes and
the hull.
Check that after 30 minutes the pressure is still at 120%.
Inflate all compartments to the safe working pressure, and record the ambient
temperature. After 24 hours in this condition, pressures should be rechecked and
the ambient temperature retaken. and then check that the pressure is not less than
100% of working pressure.
A declaration should be sent to the Certifying Authority on completion.
.2 At the renewal survey, testing shall be conducted to the satisfaction of the Certifying
Authority by a competent person in accordance with the manufacturers recommendations.
5 Weathertight Integrity
A vessel should be designed and constructed in a manner which will prevent the ready
ingress of sea water and in particular comply with the following requirements. For strength
and watertightness purposes only, the requirements of ISO 12216 are considered
acceptable.
5.1 Hatchways and Hatches
5.1.1 General requirements
5.1.1.1 A hatchway which gives access to spaces below the weather deck should be of
efficient construction and be provided with efficient means of weathertight closure. For cargo
hatchways, reference should be made to Section 25.3.
5.1.1.2 Acover to a hatchway should be hinged, sliding, or permanently secured by other
equivalent means to the structure of the vessel and be provided with sufficient locking
devices to enable it to be positively secured in the closed position.
5.1.1.3 Ahatchway with a hinged cover which is located in the forward portion of the vessel
should normally have the hinges fitted to the forward side of the hatch, as protection of the
opening from boarding seas. A hatch with the hinges on the after side of the hatch should be
secured closed at sea, and be provided with a suitable blank. This is not intended to apply to
small technical spaces drained directly overboard, e.g. anchor lockers.
5.1.1.4 Hatches which are used for escape purposes should be capable of being opened from
both sides.
5.1.1.5 Hatches in recessed or stepped decks of vessels described in 4.3.1.2, that provide
access to sea inlet valves, should have access openings at least 300mm above the minimum
freeboard to deck (see 12.2.2), or the sea inlet valves fitted with remote closing devices.
5.1.2 Hatchways which are open at sea
In general, hatches should be kept secured closed at sea. However, a hatch (other than one
referred to in Section 5.2.2) which is to be open at sea for lengthy periods should be:-
1. kept as small as practicable, but never more than 1m2 in plane area at the top of the
coaming;
2. located on the centre line of the vessel or as close thereto as practicable;

3. fitted such that the access opening is at least 300mm above the top of the adjacent
weather deck at side.
5.2 Doorways and Companionways

5.2.1 Doorways located above the weather deck
5.2.1.1 A doorway located above the weather deck which gives access to spaces below
should be provided with a weathertight door. The door should be of efficient construction,
permanently attached to the bulkhead, not open inwards, and sized such that the door
overlaps the clear opening on all sides, and has efficient means of closure which can be
operated from either side.
5.2.1.2 Adoorway should be located as close as practicable to the centre line of the vessel.
However, if hinged and located in the side of a house, the door should be hinged on the
forward edge. Doors using articulated systems should be specially considered, in order to
provide an equivalent arrangement.
5.2.1.3 A doorway which is either forward or side facing should be provided with a coaming,
the top of which is at least 300mm above the weather deck. Acoaming may be portable
provided it can be permanently secured to the structure of the vessel and can be locked in
position whilst at sea.
5.2.2 Companion hatch openings
5.2.2.1 A companion hatch opening from a cockpit or recess which gives access to spaces
below the weather deck should be fitted with a coaming or washboard, the top of which is at
least 300mm above the sole of the cockpit or recess.
5.2.2.2 When washboards are used to close a vertical opening they should be so arranged
and fitted that they will not become dislodged.
5.2.2.3 The maximum breadth of the opening of a companion hatch should not exceed 1m.
5.3 Skylights
5.3.1 A skylight should be of efficient weathertight construction and should be located on the
centre line of the vessel, or as near thereto as practicable, unless it is required to provide a
means of escape from a compartment below deck.
5.3.2 When a skylight is an opening type it should be provided with efficient means whereby
it can be secured in the closed position.
5.3.3 A skylight which is provided as a means of escape should be capable of being opened
from both sides.
5.3.4 Unless the glazing material and its method of fixing in the frame is equivalent in
strength to that required for the structure in which it is fitted, a portable blank should be
provided which can be efficiently secured in place in event of breakage of the glazing.
5.4 Portlights and Windows
5.4.1 A portlight or window to a space below the weather deck or in a step, recess, raised
deck structure, deckhouse or superstructure protecting openings leading below the weather
deck should be of efficient construction which provides weathertight integrity (and be of
strength compatible with size) for the intended area of operation of the vessel.
5.4.2 A portlight or window should not be fitted in the main hull below the weather deck,
unless the glazing material and its method of fixing in the frame are equivalent in strength,
with regard to design pressure, to that required for the structure in which it is fitted.
5.4.3 Portlights fitted in the hull of the vessel below the level of the weather deck should be
either non-opening or of a non-readily opening type, have a glazed diameter of not more
than 250mm, or equivalent area, and be in accordance with a standard recognised by the
Administration. Portlights of the non-readily opening type must be secured closed when the
vessel is in navigation. Proposals to accept portlights, to a recognised standard, greater than
250mm diameter, up to a maximum of 400mm or equivalent area, maybe considered, with
due regard to their fore and aft, and vertical positioning, to the satisfaction of the Certifying
Authority. Proposals for larger portlights may be considered by the Administration.
5.4.4 Portlights, windows and their frames should meet the appropriate Marine Standards
defined in equivalent British, European, National or International Standards or Classification
Rules.
5.4.5 A portlight fitted below the weather deck and not provided with an attached deadlight
should be provided with a blank (the number of blanks should be sufficient for at least half
of the number of such portlights of each different size in the vessel), which can be efficiently
secured in place in the event of breakage of the portlight. The blank should be of suitable
material and strength to the satisfaction of the Certifying Authority. Such a blank is not
required for a non-opening portlight which satisfies Section 5.4.2.
5.4.6 A window fitted in the main hull below the weather deck should meet the requirements
of Section 5.4.2, or be provided with a blank meeting the requirements of Section 5.4.7.
5.4.7 In a vessel which operates more than 60 miles from a safe haven, portable blanks
for windows should be provided (the number of blanks should be sufficient for at least half of
the number of such windows of each different size in the vessel) which can be efficiently
secured in place in the event of breakage of a window. Such a blank is not required for a
window which satisfies Section 5.4.2.
5.4.8 For the wheelhouse:-
1. windows and their frames should meet the requirements of Section 5.4.4, having due
regard to the increased thickness of windows comprising one or more laminations in

order to achieve equivalent strength;
2. polarised or tinted glass should not be used in windows provided for navigational
visibility (although portable tinted screens may be provided for nominated
windows);
and
5.5 Ventilators and Exhausts
5.5.1 A ventilator should be of efficient construction and ,where situated on the weather
deck and not complying with Section 5.5.3, should be provided with a readily available
means of weathertight closure, consideration should be given to requirements of Fire
Protection (Section 14).
5.5.2 Aventilator should be kept as far inboard as practicable and the height above the deck
of the ventilator opening should be sufficient to prevent the ready admission of water when
the vessel is heeled. (See Sections 11.3, 11.4, 11.6, and 11.8.)
5.5.3 A ventilator which must be kept open, e.g. for the supply of air to machinery or for the
discharge of noxious or flammable gases, should be specially considered with respect to its
location and height above deck having regard to Section 5.5.2 and the downflooding angle.
(See Sections 11.3, 11.4, 11.6, and 11.8.)
5.5.4 Motor vessels which are fitted with engine air intakes in the hull side, which do not
satisfy the requirements of the Code may be accepted by a Certifying Authority, but
restrictions on operations may be necessary.
5.5.5 An engine exhaust outlet which penetrates the hull below the weather deck should be
provided with means to prevent backflooding into the hull through the exhaust system. The
means may be provided by system design and/or arrangement, built-in valve or a portable
fitting which can be applied readily in an emergency.
5.6 Air Pipes
5.6.1 When located on the weather deck, an air pipe should be kept as far inboard as
possible and have a height above deck sufficient to prevent inadvertent downflooding when
the vessel is heeled. (See Sections 11.3, 11.4, 11.6, and 11.8.)
5.6.2 An air pipe, of greater than 10mm inside diameter, serving a fuel or other tank should
be provided with a permanently attached means of weathertight closure. Means of closure
may be omitted if it can be shown that the open end of the air pipe is afforded adequate
protection by other means, which will prevent the ingress of water.
5.6.3 An air pipe serving a fuel tank (also see Section 7.4.4) or other tank, where provided
with a closing appliance, should be of a type which will prevent excessive pressure on the
tank boundaries. Provision should be made for relieving a vacuum when tanks are being
drawn from or emptied.
5.7 Sea Inlets and Discharges
5.7.1 An opening below the weather deck should be provided with an efficient means of
closure.
5.7.2 When an opening is for the purpose of an inlet or discharge below the waterline it
should be fitted with a seacock, valve or other effective means of closure which is readily
accessible.
5.7.3 When an opening is for a log or other sensor, which is capable of being withdrawn, it
should be fitted in an efficient watertight manner and provided with an effective means of
closure when such a fitting is removed.
5.7.4 Inlet and discharge pipes from marine toilets should be provided with shell fittings as
required by Section 5.7.2. When the rim of a marine toilet is less than 300mm above the
deepest waterline of the vessel, unless otherwise indicated by manufacturers
recommendations, anti - syphon measures should be provided.
5.7.5 For sailing vessels, overboard inlet and discharge pipes from marine toilets or holding
tanks should be looped up within the hull to the underside of the deck.
5.8 Materials for Valves and Associated Piping
5.8.1 A valve or similar fitting attached to the side of the vessel below the waterline, within
an engine space or other high fire risk area, should be normally of steel, bronze, copper, or
other non-brittle fire resistant material or equivalent.
5.8.2 When plastic piping is used it should be of good quality and of a type suitable for the
intended purpose.
5.8.3 Flexible or non-metallic piping, which presents a risk of flooding, fitted in an engine
space or fire risk area should be efficiently insulated against fire, or be of fire resistant
material, e.g. ISO Standard 7840 or exhaust quality rubber hosing, or a means should be
provided to stop the ingress of water in the event of the pipe being damaged, operable from
outside the space. (See Section 5.8.1 for valve requirements.)
6 Water Freeing Arrangements

6.1 When a deck is fitted with bulwarks such that shipped water may be trapped behind
them, the bulwarks should be provided with efficient freeing ports that will ensure the deck
can be effectively drained. This section is not intended to apply to inflatable boats or boats
fitted with a buoyant collar, as these requirements are dealt with in other parts of the Code.
6.2 Motor Vessels
6.2.1 In a motor vessel, the area of freeing ports should be at least 4% of the bulwark area
and be situated in the lower third of the bulwark height, as close to the deck as practicable.
6.2.2 Avessel of less than 12 metres in length, having a well deck aft which is fitted with
bulwarks all round and which is intended to operate no more than 60 miles from a safe
haven, (Area Categories 2-6), should be provided with freeing ports required by Section
6.2.1 or may be provided with a minimum of two ports fitted (one port and one starboard),
which may be in the transom, each having a clear area of at least 225 cm2 (0.0225 m2).
Ports may only be fitted in the transom on vessels where the shipping of water will not result
in a trim by the head such that water will not drain.
6.3 Sailing Vessels
6.3.1 In a sailing vessel the area of freeing ports should be at least 10% of that part of the
bulwark area which extends for 2/3 of the vessels length amidships. Afreeing port should be
located in the lower third of the bulwark height, as close to the deck as practicable. A freeing
port should be fitted with a grid which has a spacing of not more than 50mm in any
direction.
6.3.2 Where the average height of the bulwark over its length does not exceed 150mm,
freeing ports will not be required, however attention should be paid to suitable drainage
arrangements.
6.4 General - All Vessels
6.4.1 Smaller ports may however be accepted in a vessel having only small side deck areas
in which water can be trapped, the reduced area being based on the volume of water which
is likely to become so trapped. The following correction to the required freeing port area may
be applied:FPREQ = FPMAX *( AACT / AMAX )
Where
FPREQ = Freeing port area required
FPMAX = Maximum freeing port area required
AACT = Actual area of deck fitted with enclosed bulwarks, excluding superstructure or
deckhouse area
AMAX = Area of maximum sized well (0.7L x B) where L and B are the dimensions of the
vessel
6.4.2 When a non-return shutter or flap is fitted to a freeing port it should have sufficient
clearance to prevent jamming and any hinges should have pins or bearings of non-corrodible
material.
6.4.3 A decked vessel which does not comply with the freeboard requirements of Section 12,
and does not possess reserve buoyancy above the weather deck, as defined in Section
4.1.3.2, should be treated as an open boat and be provided with bilge pumping in
accordance with Section 10.4.
6.4.4 In a vessel where freeing ports cannot be fitted, other efficient means of clearing
trapped water from the vessel should be provided to the satisfaction of the Certifying
Authority.
6.4.5 Structures and spaces considered to be non-weathertight should be provided with
efficient drainage.
6.4.6 Where cargo is to be stowed on deck, the stowage arrangement should be such as to
not impede the free flow of water from the deck.
6.4.7 A vessel intended to operate in sea areas where ice accretion can occur should be
specially considered with regard to water freeing arrangements. (Also see Section 11.1.1.5.)
7 Machinery
7.1 General Requirement
7.1.1 Generally, machinery installations should comply with the requirements given below.
Other installations proposed may be specially considered, provided that full information is
presented to and approved by the Administration.
7.1.2 In motor vessels, the main propulsion machinery and all auxiliary machinery essential
to the propulsion and the safety of the vessel should be designed to operate when the vessel
is upright and when inclined at any angle of heel and trim up to and including 15 degrees
and 7.5 degrees respectively either way under static conditions.
7.1.3 In sailing vessels, the main propulsion machinery and all auxiliary machinery essential
to the propulsion and the safety of the vessel should be designed to operate when the vessel
is upright and when inclined at any angle of heel up to and including 15 degrees either way
under static conditions and 22.5 degrees either way under dynamic rolling conditions and
simultaneously inclined 7.5 degrees by bow or stern under dynamic pitching conditions.
7.2 Diesel Engines
A vessel fitted with either an inboard or an outboard diesel engine should be provided with
an engine suitable for marine use and with sufficient fuel tankage for its area of operation.
7.3 Petrol Engines
7.3.1 A petrol engine may be accepted provided that the engine is a suitable outboard type.
7.3.1.1 A vessel of any type may be fitted with a small engine (usually less than 5 horse
power) manufactured with an integral fuel tank, provided a safety warning sign is displayed
with details of appropriate precautions to be taken when filling the fuel tank.
7.3.1.2 Vessels other than inflatable boats should supply fuel to the engine from either;
1. a permanently installed fuel tank constructed to an appropriate standard (see
Standards Annex 13) and in the case of vessels fitted with a watertight weather
deck shall have arrangements such that spillage during fuel handling will drain
directly overboard; or
2. a portable tank of 27 litres or less in capacity complying to an appropriate standard
(see Standards Annex 13).
7.3.1.3 Inflatable boats should supply fuel to the engine from a portable tank of 27 litres or
less in capacity complying to an appropriate standard (see Standards Annex 13).
7.3.2 In locations where an accumulation of hydrocarbon vapours is likely to occur, a
suitable hydrocarbon gas detector should be fitted under or adjacent to the tank (located in
a safe place). The detector components, and any other electrical equipment residing in the
vapour area should not be capable of causing ignition.
7.3.3 A vessel should be provided with sufficient fuel tankage for its area of operation, spare
portable petrol containers must not be carried onboard unless it is judged to be essential to
assure the safe completion of a voyage or excursion (see Section 7.7).
7.3.4 Attention is drawn to the electrical arrangement requirements (Section 8.6).
7.4 Installation
7.4.1 The machinery, fuel tank(s) and associated piping systems and fittings should be of a
design and construction adequate for the service for which they are intended. These should
be installed and protected so as to reduce to a minimum danger to persons during normal
movement about the vessel, with due regard being paid to moving parts, hot surfaces and
other hazards.
7.4.2 Means should be provided to isolate a source of fuel which may feed a fire in an engine
space. A valve or cock, which is capable of being closed from a position outside the engine
space, should be fitted in the fuel feed pipe as close as possible to the fuel tank.
7.4.3 Fuel filling and venting pipes should be constructed of fuel compatible non-kinking
material, adequately supported and of sufficient dimensions to prevent spillage during filling.
7.4.4 A venting pipe should be led to the open atmosphere, terminating in a position level
with or higher than the fuel filling mouth and its open end protected against:-
1. water ingress - by a goose neck or other efficient means; and
2. for petrol engines or where there is a risk from flame ingress - by a suitable gauze
diaphragm (which can be detached for cleaning).
7.4.5 In a fuel supply system unit, where a flexible section of piping is introduced, the
flexible pipes should be fire resistant/metal reinforced or otherwise protected from fire (See
Applicable Standards Annex). The flexible pipes shall be secured by either metal hose clamps
or permanently attached end fittings (e.g. swaged sleeve or sleeve and threaded insert).
Where hose clamps are used, the fitting to which the flexible pipe attaches should have a
bead, flare, annular grooves or other means of preventing slippage, the anti-slippage
arrangement shall not provide a path for fuel leakage.
7.4.6 When the main engine(s) oil fuel system is provided with water separator filter(s) of a
type which has plastic or glass bowl(s), it should be located so that it can be easily seen and
protected against heat and accidental damage.
7.5 Engine Starting and Stopping
7.5.1 An engine should be provided with either mechanical, hand starting or electric starting
with independent batteries, or other means of starting acceptable to the Certifying Authority.
7.5.2 When the sole means of starting is by battery, the battery should be in duplicate and
connected to the starter motor via a change over switch so that either battery can be used
for starting the engine. Charging facilities for the batteries should be available. Under normal
circumstances it is not recommended to discharge both batteries in parallel.
7.5.3 All internal combustion machinery should have a secure means of remote stopping
from outside the engine space.
7.5.4 All inflatable boats, boats fitted with a buoyant collar, and open boats that achieve
planing speed, when fitted with remote throttle controls, should be fitted with a kill-cord, to
be used at all times during navigation.
7.6 Portable Equipment
7.6.1 When portable equipment powered by a petrol engine is provided, the unit, unless fully
drained of fuel, should normally be stored on the weather deck.
7.6.1.1 Alternatively it may be stowed in a deck locker or protective enclosure which is to
the satisfaction of the Certifying Authority and meets the following requirements:-
1. vapour tight to the vessels interior;

2. not openable from the vessels interior; and
3. adequately drained overboard and ventilated to atmosphere.
7.6.1.2 A safety warning sign should be displayed with details of appropriate precautions to
be taken when filling the fuel tank.
7.6.2 Gas welding and cutting equipment bottles, if carried, should be stowed in a secure
manner on the open deck at a safe distance away from any potential source of fire and
should have the capability of being readily jettisoned overboard if necessary.
7.7 Stowage of Petrol
7.7.1 When spare petrol is carried on-board in portable containers, for any purpose, the
quantity should be kept to a minimum, the containers should be clearly marked and should
normally be stowed on the weather deck where they can readily be jettisoned and where
spillage will drain directly overboard.
7.7.2 In small vessels where Section 7.7.1 is not practicable, a 5-litre container of petrol
may be stowed in a deck locker which meets the requirements of Section 7.6.1.1.
8 Electrical Arrangement
8.1 General
8.1.1 Electrical arrangements should be such as to minimise the risk of fire and electric
shock. Tanks, machinery or other metallic objects which do not have good electrical
continuity with the water surrounding the vessel should have special earthing arrangements
to reduce such risks.
8.1.2 The electrical systems described in this section are the most common types suitable
for small vessels, i.e. 12V to 24V direct current systems. However, a vessel may have
alternating current electrical equipment of much higher voltage, in which case compliance
with an applicable standard will be necessary (see Standards Annex).
8.1.3 For general guidance, a number of the most common standards which are appropriate
to a small vessel are listed in the Standards Annex 13. (Other standards which are
considered more appropriate and safe for a particular application may be used, provided
they are acceptable to the Certifying Authority.)
8.2 Systems
8.2.1 Systems should be two conductor, except that single conductor systems are
acceptable for engine circuits comprising engine mounted equipment which have a return
connection made at the engine itself.
8.2.2 A system in which there is no intentional connection of the circuit to earth (an
insulated system) should be provided with double pole switches, except that single pole
switches may be used in the final sub-circuit.
8.2.3 Single pole switches are only acceptable when used in the live (+) conductor in a
system with one pole earthed. Fuses should not be installed in an earthed conductor.
8.2.4 All circuits, except the main supply from the battery to the starter motor and
electrically driven steering motors, should be provided with electrical protection against
overload and short circuit, (i.e. fuses or circuit breakers should be installed). The rating of
over current protection devices should not exceed the rated current capacity of the
conductor being protected. Short circuit protection should be suitable for the total rated
current of the consumers in the circuit protected. Where a single outboard engine is
installed, and fitted with in-line fuses, suitable procedures should be established to enable
the engine to be started in the event of a damaged fuse.
8.2.5 Steering circuits, the loss of which would lead to steering failure, should have an
overload alarm in lieu of overload protection (this does not apply to auto-pilot motors).
However all circuits should be protected against short circuit events.
8.3 Lighting
8.3.1 When general lighting within a vessel is provided by a centralised electrical system, an
alternative source of lighting (which may be a suitable portable battery operated lamp(s) if
practical, taking into consideration the size and complexity of the vessel) should be
provided.
This alternative source of lighting should be sufficient to:-
1. enable persons to make their way to the open deck;

2. illuminate survival craft launching and embarkation;
3. illuminate man-overboard rescue equipment and rescue areas;
4. permit work on essential machinery.
8.4 Batteries
8.4.1 Battery system requirements

8.4.1.1 Batteries and battery systems should be provided as indicated in Section 7.5.1, 7.5.2
and 16.2.6.
8.4.1.2 The battery terminals should be protected against accidental contact with metallic
objects.
8.4.1.3 Battery charging systems should be fitted with circuitry to prevent overcharging.
8.4.1.4 A battery cut-out switch should be provided for all systems. It is preferred that this
switch acts as an isolator, i.e. it is double pole, however, single pole is acceptable on the
positive conductor. If a battery change-over switch is fitted and is provided with an off
position, this may serve as the cut-out switch also.
8.4.1.5 Batteries supplying essential services (emergency lighting, steering systems,
navigation and communications equipment) should be located in a position not likely to flood
in normal operations or in the event of minor damage.
8.4.1.6 In the case of a sailing vessel, batteries should be of the sealed type to prevent
electrolytic loss in the event of a knockdown or immersion.
8.4.2 Battery stowage
8.4.2.1 All batteries should be secured firmly to avoid movement when the vessel is
subjected to sudden acceleration or deceleration, a large angle of heel, trim and in the case
of sailing vessels, knockdown or inversion.
8.4.2.2 Where the maximum charging power output is less than 0.2 kW the batteries may be
located in any suitable space without any special container requirements.
8.4.2.3 Where the maximum charging power output is between 0.2 and 2.0 kW the batteries
should be located in the machinery space or other well-ventilated space in a box or locker.
8.4.2.4 Where the maximum charging power output exceeds 2 kW the batteries shall be
placed in a suitably ventilated dedicated compartment within the vessel or a locker on the
open deck, in either case stowage space is to be for batteries only.
8.4.3 Ventilation
8.4.3.1 To ensure that any evolved hydrogen is expelled, battery compartments, lockers and
containers should be exhausted from the highest point of the space and air supplied at a
level below the top of the batteries.
8.4.3.2 If mechanical means are employed to ventilate a battery compartment directly, then
the components must not be a potential source of ignition. Reference should be made to the
requirements of the ATEX Directive (EC Directive 94/9/EC concerned with equipment and
protective systems intended for use in potentially explosive atmospheres).
8.5 Cables
8.5.1 Electric cables should be constructed to a recognised standard for marine use in small
vessels.
8.5.2 Cables which are not provided with electrical protection should be kept as short as
possible and should be short circuit proofed, e.g. single core with an additional insulated
sleeve over the insulation of each core. Normal marine cable, which is single core, will meet
this requirement without an additional sleeve, since it has both conductor insulation and a
sheath.
8.5.3 Note that when selecting cables, particular attention should be given to environmental
factors such as temperature and contact with damaging substances, e.g. polystyrene, which
degrades PVC insulation.
8.5.4 Adequate provision should be made for securing electrical connections, e.g. by use of
locking washers.
8.6 Hazardous Spaces
8.6.1 Where practicable, electrical equipment should not be installed in a space where
petroleum vapour or other hydrocarbon gas is likely to accumulate. When equipment is
installed in such a space it must comply with a recognised standard for prevention of ignition
of a flammable atmosphere.
8.6.2 Any compartment which contains a gas consuming appliance or any compartment into
which flammable gas may leak or accumulate, should be provided with a hydrocarbon gas
detector and alarm. The detector and alarm should be designed to comply with a recognised
standard in accordance with Section 8.6.1. (Refer to Section 14.5).
8.7 Lightning Protection
Where a considerable risk of lightning strike is identified, it is recommended that attention is
paid to lightning strike protection. For information on lightning protection, reference should
be made to ISO 10134 Small Vessels Electrical Devices Lightning Protection
9 Steering Gear, Rudder and Propeller Systems

9.1 Steering
9.1.1 A vessel should be provided with efficient means of steering.
9.1.2 The control position should be located so that the person conning the vessel has a
clear view for the safe navigation of the vessel.
9.1.3 When steering gear is fitted with remote control, arrangements should be made for
emergency steering in the event of failure of the control. Arrangements may take the form
of the following, and be to the satisfaction of the Certifying Authority:-
1. a tiller to fit the head of the rudder stock; or

2. a rod attachment which may be fitted to a Z-drive framework; or
3. a steering oar; or
4. in the case of twin screw vessels manipulation of power distribution between the
drives. In the case of twin stern-drive arrangements, means should be provided to

lock the drives in the midships position; or
5. in the case of a vessel fitted with outboard(s), a means to control the direction of
thrust.
9.1.4 If emergency steering is impractical, alternative safety measures and/or procedures to

deal with any steering failure situation should be agreed with the Certifying Authority. (The
Certifying Authority may consider the application of restrictions to the service area of the
vessel.)
9.1.5 Steering systems should comply with an appropriate standard for small craft steering
systems (see Standards Annex 13).
9.2 Rudder System
9.2.1 As appropriate to the vessel, the rudder and rudder stock construction materials,
design in total (including tiller head attachments, bearings and pintles) and the supporting
structures should be adequate for the operating conditions of the vessel. Recognised design
standards should be used.
9.2.2 Construction and fittings should be to an appropriate standard, to the satisfaction of

the Certifying Authority.
9.3 Propeller System
9.3.1 As appropriate to the vessel, propeller line shaft(s) construction materials and design
in total (including shaft brackets, propeller securing, bearings, sterntube and thrust block)
and supporting structures should be adequate for the operating conditions for the vessel.
Recognised design standards should be used.
9.3.2 Construction and fittings should be to an appropriate standard, to the satisfaction of
10 Bilge Pumping
10.1 General System Requirements
10.1.1 A vessel should have an efficient bilge pumping system, with suction pipes so
arranged that any compartment (other than a tank permanently used for the carriage of
liquids which is provided with efficient means of pumping or drainage) can be drained.
10.1.2 Provided the safety of a vessel is not impaired, the Certifying Authority may permit
dispensation from the means of pumping or drainage of particular compartments.
10.1.3 A bilge pump (other than a portable pump) should be capable of being operated with
all hatchways and companionways closed.
10.1.4 When considered necessary to protect the bilge suction line from obstruction, an
efficient strum box should be provided.
10.1.5 When considered necessary, to prevent back flooding, bilge suction valves should be
of non return type.
10.1.6 Means of providing efficient bilge pumping other than those described in this text
may be considered provided that full information is submitted to and approved by the
10.1.7 Reference should be made to Section 29.2 which contains requirements for
prevention of pollution of the sea.
10.1.8 Unless otherwise stated, pump capacities should meet the following minimum
requirements
10 litres per minute for vessels of 6 metres in length or less
15 litres per minute for vessels of between 6 and 12 metres in length
30 litres per minute for vessels of 12 metres in length or greater
10.2 Vessels Carrying 16 or More Persons or Operating in Area Category 0 or 1
10.2.1 A vessel should have at least one hand bilge pump and one engine driven or
independent power bilge pump, situated in not less than two separate spaces. All pumped
spaces should be capable of being drained after the failure of one pump.
10.2.2 For motor vessels, all compartments shall be able to be drained when the vessel is
heeled up to an angle of +/- 10 degrees.
10.2.3 For vessels carrying cargo exceeding 1000kg, towing or carrying out lifting operations
(excluding own anchors), in addition to the above, the bilge pumps should have a combined
capacity of not less than 210 litres per minute. One pump should be power driven with a
capacity not less than 140 litres per minute, and the other(s) may be hand pump(s) suitable
for the suction lift head and of capacity not less than 70 litres per minute.
10.3 Vessels Carrying 15 or Less Persons and Operating in Area Category 2 to 6
10.3.1 Unless otherwise specified in Section 10.4, a vessel should be provided with at least
two bilge pumps, one of which may be power driven situated in two separate spaces. All
pumped spaces should be capable of being drained after the failure of one pump.
10.3.2 For vessels carrying cargo exceeding 1000kg or towing or carrying out lifting
operations (excluding own anchors) in addition to the above the bilge pumps should have a
combined capacity of not less than 140 litres per minute. One pump may be power driven
and the other(s) should be hand pump(s) suitable for the suction lift head and of capacity
not less than 70 litres per minute.
10.4 Open Boats, Inflatable Boats and Boats with a Buoyant Collar
10.4.1 All open boats, of 6 metres in length and over, should carry a hand bailer or bucket in
addition to the bilge pumping requirements in Section 10.2 and 10.3.
10.4.2 For vessels of less than 6 metres in length, operating in Category 6, a minimum of
one hand powered bilge pump or a bailer or a bucket is to be provided.
10.4.3 Buckets required for this section may also be counted in any requirements for
buckets given in Section15.
10.5 Bilge Alarm
10.5.1 A bilge alarm should be fitted;
1. in any watertight compartment containing propulsion machinery; or

2. in any other compartment likely to accumulate bilge water, i.e. where a skin fitting is
present, excluding void spaces, where the bilge level cannot be readily seen
10.5.2 To prevent pollution, compartments containing potential pollutants should not be

fitted with auto-start bilge pumps.
10.5.3 An auto-start bilge pump serving a clean compartment where a significant quantity of
water could accumulate unnoticed, should be fitted with an audible alarm at the control
position(s). Should a number of such locations/alarms be present, then visual alarm
indication should also be fitted to enable rapid location of the source of the alarm.
10.5.4 The alarm should provide an audible warning, and preferably a visual warning also, at
the control position.
11 Intact Stability
11.1 All Vessels
11.1.1 General
11.1.1.1 The standard of stability to be achieved by a new vessel should be dependent on
the maximum number of persons permitted to be carried and the intended area of operation.
11.1.1.2 The following vessels are required to be provided with a stability information
booklet which is approved by the Certifying Authority:-
1. vessels operating in Category 0 or 1; or

2. vessels carrying 16 or more persons; or
3. vessels carrying cargo greater than 1000kg; or

4. vessels fitted with a lifting device as defined in 11.6; or
5. vessels towing where the towed objects displacement is greater than twice the
displacement of the towing vessel. See Section 11.7; or
6. seagoing pilot boats.
Note: Motor vessels covered by .1 or .2 are not required to carry stability information
booklets if the stability is assessed under section 11.3.8 using ISO 12217 Part 1 Small craft
- Stability and buoyancy assessment and categorisation - Non-sailing boats of hull length
greater than or equal to 6 metres.
11.1.1.3 A vessel carrying 15 or less persons, carrying 1000kg or less of cargo, and
operating in Area Categories other than 0 or 1 shall either comply with Section 11.1.1.2 or
be subject to a simplified assessment of stability, and is not required to be provided with
approved stability information.
11.1.1.4 If a vessel cannot meet the stability criteria given within Section 11, it should be
specially considered by the Certifying Authority, and such cases should be reported to the
Administration.
11.1.1.5 The stability of sailing vessels fitted with non-fore and aft rigs, or
moveable/variable ballast is to be specifically considered on application to the
Administration.
11.1.1.6 Stability of a vessel which will operate in sea areas where ice accretion can occur
should be specially considered by the Administration with regard to icing allowance and
stability standard. (See also Section 6.10)
11.1.1.7 For stability requirements for an inflatable vessel or a vessel fitted with a buoyant
collar, see Section 11.5. For stability requirements for a decked vessel fitted with a lifting
device, see Section 11.6 and for a decked vessel engaged in towing, see Section 11.7.
11.1.1.8 A sailing multihull over 6m in length should be provided with a Stability Information
Booklet approved by the Certifying Authority.
11.1.1.9 Where a monohull vessel cannot comply with the specified criteria, due to its
hullform displaying stability characteristics similar to that of a multihull vessel, the stability
criteria for a multihull vessel may be applied, as appropriate for sailing or motor vessels.
11.1.1.10 A motor multihull type vessel failing to comply with the criteria of either Section
11.3.6 or
11.3.7 may be given special consideration. In such a case, calculations should be submitted
to the Administration for assessment.
11.1.1.11 All vessels, other than those vessels deemed unsuitable for carriage of the booklet
by the Certifying Authority (i.e. vessels with no cabin or shelter), are required to carry the
relevant copy of the MCA Stability Guidance Booklet (Motor or Sail). Where a booklet is not
carried on board a copy is to be made available to crew ashore. These booklets are available
free of charge from the MCA or Certifying Authority. Although they contain generic safety
advice, the stability and freeboard data already generated during the survey process should
be appended to the booklet in the relevant section. It is the responsibility of the Certifying
Authority to supply this information, and the owner/managing agent is to ensure this data is
included.
11.2 Damage Survivability
11.2.1 This section applies to all monohull vessels carrying 16 or more persons and those
operating in Area Category 0 or 1, with 7 or more persons, subject to minimum safe
manning levels being agreed by the Certifying Authority.
11.2.1.1 Vessels should be so arranged that after minor hull damage or failure of any one
hull fitting in any one watertight compartment, it will satisfy the residual stability criteria
below. This may be achieved by fitting water-tight subdivision or alternative methods to the
satisfaction of the Certifying Authority. Minor damage should be assumed to occur anywhere
in the length of the vessel but not on a watertight subdivision.
11.2.1.2 In assessing survivability, the following standard permeabilities should be used:Space Permeability
Appropriated for stores
60
Appropriated for stores but not by

a substantial quantity thereof
95
Appropriated for accommodation
95
Appropriated for machinery
85
Appropriated for liquids
0 or 95 whichever results in the more

onerous requirements
Other methods of assessing floodable volume may be considered, to the satisfaction of the
11.2.1.3 In the damaged condition, the residual stability should be such that the angle of
equilibrium does not exceed 7 degrees from the upright, the resulting righting lever curve
has a range to the downflooding angle of at least 15 degrees beyond the angle of
equilibrium, the maximum righting lever within that range is not less than 100mm and the
area under the curve is not less than 0.015 metre radians. This damage should not cause
the vessel to float at a waterline less than 75mm from the weatherdeck at any point.
Proposals to accept reduced freeboard or immersion of the margin line may be accepted
subject to special consideration.
11.2.2 Multihull vessels
Generally, the requirements of Section 11.2.1 for a monohull vessel should apply to a
multihull motor vessel carrying 16 or more persons or operating in Area Category 0 and 1,
with 7 or more persons. Damage and inverted stability requirements for multihull sailing
vessels are contained in Section 11.10. If a multihull vessel is of unconventional design or
cannot meet the damage criteria given in Sections 11.2.1.1 and 11.2.1.2, the results of the
calculations should be submitted to the Administration for assessment.
11.3.1 The lightship weight, vertical centre of gravity (KG) and longitudinal centre of gravity
(LCG) of a monohull vessel should be determined from the results of an inclining
experiment.
11.3.2 The LCG of a multihull vessel should be obtained by a displacement check or by
weighing. The KG should be determined either by calculation or by experimental means,
noting however that a conventional inclining experiment may not produce satisfactory
results.
11.3.3 The lightship weight may include a margin for growth, up to 5% of the lightship
weight at the discretion of the Certifying Authority, positioned at the LCG and vertical centre
of the weather deck amidships or KG, whichever is the higher. (The lightweight margin
should not be used in practice to increase maximum cargo-deadweight.)
11.3.4 Curves of statical stability (GZ curves) should be produced for:-
1. Loaded departure, 100% consumables;

2. Loaded arrival, 10% consumables;
3. Anticipated service conditions; and
4. Conditions involving lifting appliances (when appropriate).
In addition, simplified stability information in the form of a Maximum KG Curve should be

provided, including a worked example to illustrate its use. Maximum free surface moments
should be included within the Loaded Departure condition, and as a minimum, factored
according to tank percentage fill for all other conditions.
11.3.5 Generally, buoyant structures intended to increase the range of positive stability
should not be provided by fixtures to superstructures, deckhouse, masts or rigging.
11.3.6 The curves of statical stability for the loaded conditions should meet the following
criteria:-
1. the area under the righting lever curve (GZ curve) should be not less than 0.055
metre - radians up to 30 degrees angle of heel and not less than 0.09 metre radians up to 40 degrees angle of heel or the angle of downflooding if this angle is
less;
2. the area under the GZ curve between the angles of heel of 30 and 40 degrees or
between 30 degrees and the angle of downflooding if this less than 40 degrees,
should be not less than 0.03 metre - radians;
3. the righting lever (GZ) should be at least 0.20 metres at an angle of heel equal to or
greater than 30 degrees;
4. the maximum GZ should occur at an angle of heel of not less than 25 degrees; and
5. after correction for free surface effects, the initial metacentric height (GM) should not
be less than 0.35 metres.
11.3.7 If a vessel of catamaran or multihull type does not meet the stability criteria given in
Section
11.3.6, the vessel should meet the following criteria:11.3.7 If a vessel of catamaran or multihull type does not meet the stability criteria given in
Section 11.3.6, the vessel should meet the following criteria:-
1. the area under the righting lever curve (GZ Curve) should not be less than 0.085
metreradians up to
GZmax
when
GZmax
GZmax
when
GZmax
= 15 and 0.055 metre-radians up to
= 30. When the maximum righting lever, GZmax, occurs
between = 15 and = 30 the required area under the GZ Curve up to

should not be less than:
A = 0.055 + 0.002(30 -
GZmax)
GZmax
metre-radians
where: GZmax is the angle of heel in degrees at which the righting lever curve
reaches its maximum.
2. the area under the righting lever curve between
= 30 and
= 40 or between
30 and the angle of downflooding f, if this angle is less than 40, should not be
less than 0.03 metre-radians;
3. the righting lever GZ should not be less than 0.2 metre at an angle of heel of 30
degrees;
4. the maximum righting lever should occur at an a angle not less than 15 degrees; and
5. the initial metacentric height GMo should not be less than 0.35 metre.
11.3.8 Vessels complying with ISO 12217 Part 1 Small craft - Stability and buoyancy
assessment and categorisation - Non-sailing boats of hull length greater than or equal to 6
metres, assessed using Options 1 or 2 of Section 5.3 - `Test and calculations to be applied,
may as an alternative, after verification of the stability assessment by the Certifying
Authority, be assigned an area of operation in accordance with Section 11.3.9.
11.3.9 Permitted areas of operation.

11.4.1 A vessel should be tested in the fully loaded conditions (which should correspond to
the freeboard assigned) to ascertain the angle of heel and the position of the waterline which
results when all persons which the vessel is to be certificated to carry are assembled along
one side of the vessel. (The helmsman may be assumed to be at the helm.) Each person
may be substituted by a mass of 75kg for the purpose of the test. The vessel will be judged
to have an acceptable standard of stability if the test shows that:-
1. the angle of heel does not exceed 7 degrees; and

2. in the case of a vessel with a watertight weather deck extending from stem to stern,
as described in Section 4.1.1, the freeboard to deck is not less than 75mm at any
point.
3. The angle of heel may exceed 7 degrees, but should not exceed 10 degrees, if the
freeboard in the heeled condition is in accordance with that required by Section 12
in the upright condition.
11.4.2 Additionally, for vessels over 15 metres in length, the heeling moment applied during
the test described in 11.4.1 should be calculated. Using the formula below, the vessel should
attain a value of initial GM not less than 0.5m if using an estimated displacement, or 0.35m
if the displacement of the vessel is known and can be verified by the Certifying Authority.
where:
HM = Heeling moment in kilogramme-metres
= angle of heel in degrees obtained from the test as defined in 11.4.1
= the displacement of the vessel in kilogrammes, either estimated, or measured and

verified by the Certifying Authority
11.4.3 For vessels carrying a combination of passengers and cargo, for which the cargo
element does not exceed 1000kg (see definitions), the test defined in Section 11.4.1 should
be carried out with the full complement of passengers and cargo, and additionally with
passengers only. For the purposes of these tests the cargo may be assumed to retained at
its normal stowage position.
11.4.3.1 In all cases, the maximum permissible weights of persons and/or cargo derived
from the tests conducted shall be recorded on the certificate. Vessel loading will be restricted
by the position freeboard mark and maximum permissible weight, and thus for the purposes
of this test, attention should be paid to any activity related equipment where this may be
significant, e.g. diving equipment.
11.4.4 It should be demonstrated by test or by calculation that an open boat, when fully
swamped, is capable of supporting its full outfit of equipment, the total number of persons
for which it is to be certificated and a mass equivalent to its engine and full tank of fuel.
assessment and categorisation - Non-sailing boats of hull length greater than or equal to 6
metres, assessed using any Option of Section 5.3 - `Test and calculations to be applied,
may as an alternative, after verification of the stability assessment by the Certifying
Authority, be assigned an area of operation in accordance with Section 11.3.9.
11.5 Inflatable Boats or Boats Fitted With a Buoyant Collar
These requirements apply to an inflatable boat, rigid inflatable boat or those vessels with a
buoyant collar. Unless a boat to which the Code applies is completely in accordance with a
standard production type, for which the Certifying Authority is provided with a certificate of
approval for the tests which are detailed below, the tests required to be carried out on a
boat floating in still water are shown below. In all cases, the maximum permissible weights
of passengers and/or cargo derived from the tests conducted shall be recorded on the
certificate. Vessel loading will be restricted by the position freeboard mark and maximum
permissible weight, and thus for the purposes of this test, attention should be paid to any
activity related equipment where this may be significant, e.g. diving equipment.
11.5.1 Stability Tests
11.5.1.1 The tests should be carried out with all the vessels equipment, fuel, cargo, activity
related equipment (e.g. diving equipment) and number of persons for which it is to be
certificated, on-board. The engine, equipment and cargo may be replaced by an equivalent
mass. Each person may be substituted by a mass of 75kg for the purpose of the tests:11.5.1.2 The maximum number of persons for which a boat is certified should be crowded to
one side, with half this number seated on the buoyancy tube. This procedure should be
repeated with the persons seated on the other side and at each end of the inflatable boat,
rigid inflatable boat or vessel with a buoyant collar. For the purposes of these tests the
cargo, or equivalent alternative mass, should be retained at its normal stowage position. In
each case the freeboard to the top of the buoyancy tube should be recorded. Under these
conditions the freeboard should be positive around the entire periphery of the boat.
11.5.2 Damage tests - inflatable boats
11.5.2.1 The tests should be carried out with all the vessels equipment, fuel, cargo, activity
related equipment (e.g. diving equipment) and number of persons for which it is to be
certificated, on-board. The engine, equipment and cargo may be replaced by an equivalent
mass. Each person may be substituted by a mass of 75kg for the purpose of the tests:- The
tests will be successful if, for each condition of simulated damage, the persons for which the
inflatable boat or rigid inflatable boat is to be certificated are supported within the inflatable
boat or rigid inflatable. The conditions are:-
1. with forward buoyancy compartment deflated (both sides if appropriate);

2. with the entire buoyancy, from the centreline at the stem to the transom, on one side
of the inflatable boat or rigid inflatable boat deflated.
11.5.2.2 Purely inflatable boats failing to meet Section 11.5.2.1 may be specially considered
by the Certifying Authority, taking into account operational service limitations.
11.5.3 Swamp test
11.5.3.1 It should be demonstrated that, when fully swamped, the vessel is capable of
supporting its full outfit of equipment, the total number of persons and equivalent mass of
cargo for which it is to be certificated, and a mass equivalent to its engine and full tank of
fuel.
11.5.3.2 In the swamped condition the inflatable boat, rigid inflatable boat or vessel with a
buoyant collar, should not be seriously deformed.
11.5.3.3 An adequate means of draining the boat should be demonstrated at the conclusion
of this test.
11.5.4 Person recovery stability test
Two persons should recover a third person from the water into the vessel. The third person
should feign to be unconscious and be back towards the inflatable boat or rigid inflatable
boat so as not to assist the rescuers. Each person involved should wear an approved
lifejacket. The vessel should remain stable throughout the operation, and should not capsize.
11.6.1 For the purposes of Section 11 only, a lifting device does not include a person
retrieval system, the vessels own anchor handling equipment, or davits for tenders, where
judged by the Certifying Authority not to have a detrimental effect on the stability of the
vessel.
11.6.2 Reference should be made to Section 25.4 for requirements for safety standards
other than stability for a vessel fitted with a deck crane or other lifting device.
11.6.3 Avessel fitted with a deck crane or other lifting device should be a decked vessel (or
assessed in accordance with Section 4.1.3.2) and comply with the general requirements of
Section 11, which are appropriate to it. In addition, with the vessel in the worst anticipated
service condition for lifting operations, compliance with the following criteria should be
demonstrated by a practical test or by calculations.
1. With the crane or other lifting device operating at its maximum load moment, with
respect to the vessel, the angle of heel generally should not exceed 7 degrees or
that angle of heel which results in a freeboard to deck edge anywhere on the
periphery of the vessel of 250mm, whichever is the lesser angle. (Consideration
should be given to the operating performance of cranes or other lifting devices of
the variable load-radius type and the load moment with respect to the vessel for
lifting devices situated off centreline).
2. When an angle of heel greater than 7 degrees but not exceeding 10 degrees occurs,
the Certifying Authority may accept the lifting condition providing that all the
following criteria are satisfied when the crane or other lifting device is operating at
its maximum load moment:3. .1 the range of stability from the angle of static equilibrium to downflooding or angle
of vanishing stability, whichever is the lesser, is equal to or greater than 20
degrees;
4. .2 the area under the curve of residual righting lever, up to 40 degrees from the angle
of static equilibrium or the downflooding angle, if this is less than 40 degrees, is
equal to or greater than 0.1 metre-radians; and
5. .3 the minimum freeboard to deck edge fore and aft throughout the lifting operations
should not be less than half the assigned freeboard to deck edge at amidships. For
vessels with less than 1000mm assigned freeboard to deck edge amidships the
freeboard fore or aft should not be less than 500mm.
6. .4 The freeboard to deck edge anywhere on the periphery of the vessel is at least
250mm.
11.6.4 Information and instructions to the skipper on vessel safety when using a deck crane
or other lifting device should be included in the Stability Information Booklet. The
information and instructions should include:-
1. the maximum permitted load and outreach which satisfy the requirements of Section
11.6.2, or the Safe Working Load (SWL), whichever is the lesser (operating
performance data for a crane or other lifting device of variable load-radius type
should be included as appropriate);
2. details of all openings leading below deck which should be secured weathertight; and
3. the need for all personnel to be above deck before lifting operations commence.
11.6.5 Requirements for a lifting system which incorporates counterbalance weight(s) or
vessels that cannot comply with the requirements of Section 11.6.2 but is deemed to have
adequate residual stability should be specially considered by the MCA.
11.7 Vessel Engaged in Towing
11.7.1 Reference should be made to Section 25.2 for requirements for safety standards
other than stability for a vessel engaged in towing.
11.7.2 Generally, a vessel engaged in towing should be a decked vessel (or assessed in
accordance with Section 4.1.3.2) and comply with the general requirements of Section 11
which are appropriate to the vessel.
11.7.3 The danger to safety of deck edge immersion makes an open boat (other than those
assessed in accordance with Section 4.1.3.2) unsuitable for towing other vessels or floating
objects.
11.8.1 The centre of gravity (KG) of a vessel should be established by an inclining
experiment and curves of statical stability (GZ curve) for the loaded departure 100%
consumables and loaded arrival 10% consumables should be produced.
Notes:1. The above conditions may include a margin for growth up to 5% of the lightweight, at the
discretion of the Certifying Authority, with the VCG positioned at the upper deck amidships.
2. Buoyant structures intended to increase the range of positive stability should not be
provided by fixtures to either a mast, rigging, or superstructure.
3. For standard production series built vessels, the statical stability (GZ) may be derived
from an inclining experiment conducted on another vessel of the series, subject to
corrections for differences in outfit, to the satisfaction of the Certifying Authority.
4. Maximum free surface moments should be included within the loaded departure condition,
and as a minimum, factored according to tank percentage fill for the loaded arrival condition.
11.8.2 The GZ curves required by Section 11.8.1 should have a positive range of not less
than the angle determined by the formula in the table in Section 11.9.5, or 90, whichever is
the greater.
11.8.3 In addition to the requirements of Section 11.8.2, the angle of steady heel obtained
from the intersection of a derived wind heeling lever curve with the GZ curves referred to
in Section 11.8.1 above should be greater than 15 degrees (see Figure 11.1).
In Figure 11.1
Moreover, it is the angle at which the lower edge of the actual opening which results in
critical flooding becomes immersed. All openings regularly used for crew access and for
ventilation should be considered when determining the downflooding angle. No opening
regardless of size which may lead to progressive flooding should be immersed at an angle of
heel of less than 40 degrees. Air pipes to tanks can, however, be disregarded.
If as a result of immersion of openings in a deckhouse a vessel cannot meet the required
standard, those deckhouse openings may be ignored and the openings in the weather deck
used instead to determine f. In such cases the GZ curve should be derived without the
benefit of the buoyancy of the deckhouse. It might be noted that provided that the vessel
complies with the requirements of Section 11.8.1, 11.8.2 and 11.8.3 and it is sailed with an
angle of heel which is no greater than the derived angle of heel, it should be capable of
withstanding a wind gust equal to 1.4 times the actual wind velocity (i.e. twice the actual
wind pressure) without immersing the `down flooding openings, or heeling to an angle
greater than 60 degrees.
assessment and categorisation - Sailing boats of hull length greater than or equal to 6
metres, assessed using Options 1 and 2 of Section 6.1 - `Requirements to be applied, may
as an alternative and in lieu of 11.8.2, be assigned a permitted area of operation in
accordance with section 11.9.5, provided that the righting lever curve produced for this
standard, is verified and corrected in accordance with Annex 12 before performing the
calculations . In this case the calculated steady heel angle required by 11.8.3 is to be
reduced by 10%.
11.8.5 A Stability Information Booklet, based on the Administrations model booklet, should
be submitted to and approved by the Certifying Authority and placed on-board the vessel.
The booklet should include details of the maximum steady angle of heel for the worst sailing
condition. The steady angle of heel is to be calculated in accordance with Section 11.8.3 or
11.8.4. The booklet should also include curves of maximum recommended steady angle of
heel for the prevention of down flooding in the event of squall conditions. Details of the
development of such curves are given in the Model Stability Information Booklet.
11.9.1 General
The stability of a vessel should be determined by one of the methods discussed below and
its area of operation should be dependent upon the standard which it is shown to achieve.
11.9.2 Vessels without external ballast keels
Method 1
.1 The centre of gravity (KG) of a vessel should be established by an inclining experiment of
statical stability (GZ curves) for the loaded departure with 100% consumables and loaded
arrival 10% consumables, should be produced.
Notes:-
1. The above conditions may include a margin for growth up to 5% of the lightweight, at
the discretion of the Certifying Authority, with the VCG positioned at the upper deck
amidships.
2. Buoyant structures intended to increase the range of positive stability should not be
provided by fixtures to either a mast, rigging, or superstructure.
3. For standard production series built vessels, the statical stability (GZ) may be derived
from an inclining experiment conducted on another vessel of the series, subject to
corrections for differences in outfit, to the satisfaction of the Certifying Authority.
.2 Permitted area of operation
The permitted area of operation is dependent upon a vessels range of stability as indicated
in the table in Section 11.9.5. (The range of stability is to at least 90 in all cases)
.3 For vessels operating in Area Category 6, it may be demonstrated by test or calculation,
that an open sailing boat when fully swamped is capable of supporting its full outfit of
equipment and the total number of persons for which it is to be certificated. Sailing dinghies
(small non-decked boats generally in the range of 2.5 to 6 metres in length which are not
mechanically propelled) and small un-ballasted sailing dayboats are to be capable of being
righted by their crew after inversion.
Method 2
.1 By the full application verified or performed by a Certifying Authority as required, of

ISO12217 Part 2 Small craft - Stability and buoyancy assessment and categorisation Sailing boats of hull length greater than or equal to 6 metres, in accordance with Section
11.9.5. Vessels under 6 metres in length may not be considered by this method.
.2 The permitted area of operation is dependent upon a vessels assigned Design Category
as indicated in the table in Section 11.9.5.
11.9.3 Vessels fitted with external ballast keels
.1 The stability assessment of a vessel may be made by any one of the following methods:Method 1 - as for vessels without external ballast keels, see 11.9.2 above;
Method 2 - by the full application verified or performed by a Certifying Authority as required,
of ISO12217 Part 2 Small Craft - Stability and Buoyancy Assessment and Categorisation Sailing Boats of hull length greater than or equal to 6m in accordance with 11.9.5. Vessels
under 6m in length may not be considered by this method.
Method 3 - by the `STOPS Numeral developed by the Royal Yachting Association (RYA) and
discussed in Section 11.9.4.
Notes:- For vessels fitted with one or more top-weight items, examples of which are given
below, the ballast ratio should be modified as follows:Moments are to be taken about the vertical centre of gravity (KG) of the vessel, which is
assumed to be at the waterline. The heeling moments attributed to the top-weight items are
resolved, and the ballast weight is reduced, using the formula below.
The dimensions above are illustrated in Figure 2 below.

Examples of top-weight items are given below:roller furling headsail;
in-mast or behind-mast roller furling mainsail;
a radar antenna mounted higher than 30% of the length of the vessel above the waterline.
Ballast weight reductions are to be conducted to the satisfaction of the Certifying Authority.
.2 Permitted area of operation
The permitted area of operation is dependent upon a vessels range of stability, STOPS
Numeral, or Design Category as indicated in the table in 11.9.5.
11.9.4 Assessment using the RYA `STOPS numeral or use of SSS numeral calculated by the
Royal Ocean Racing Club.
1. A vessel can have its area of operation based upon the RYA STOPS Numeral.
Information on the derivation of the STOPS numeral may be obtained from the
Once the STOPS Numeral has been determined, it is necessary to study the table in
Section 11.9.5 to ascertain the permitted area of operation.
2. A SSS numeral calculated by the RORC will be accepted in place of a STOPS numeral,
provided that it includes a self righting factor based on an inclining experiment and
shown on a valid IRC or IMS rating certificate.
11.9.5 Table showing permitted areas of operation, STOPS Numerals and Design Categories
.
11.10 Sailing Multihull Vessels

The stability of multihull sailing vessels over 6m in length should be assessed using ISO
12217 - Part 2, which includes a requirement that the vessel shall float after an inversion
without the benefit of any trapped air pockets other than dedicated air tanks or watertight
compartments. Vessels under 6m are to be specially considered by the Administration.
11.10.1 A multihull vessel should be provided with a Stability Information Booklet based on
the Administrations model booklet, giving details of the maximum advised mean apparent
windspeeds for each expected combination of sails that may be set, as derived from ISO
12217 - Part 2 - Small craft - Sailing and buoyancy assessment and Categorisation sailing
boats of hull length greater than or equal to 6 metres. These wind speeds should be
presented in knots, and be accompanied by the note, In following winds, the tabulated safe
wind speed for each sail combination should be reduced by the boat speed.
11.10.2 For the purposes of the application of ISO 12217 to coded vessels, the maximum
safe wind speed shall be taken as the lesser of the values calculated by the formulae below,
instead of those given in G.1 of the ISO standard. Both pitch and roll moments shall be
calculated for all vessels.
Derivation of the maximum advised apparent windspeeds, and the Stability Information
Booklet, is to be submitted to the Certifying Authority for approval. Evidence should be
provided as to the derivation of the stability data.
The permitted area of operation should be determined with reference to the following table,
including the maximum safe apparent wind speed with no sails set (bare poles condition):-
11.10.3 Trimarans operating in Areas 0 or 1 shall have sidehulls each having a total buoyant
volume of at least 200% of the displacement volume in the fully loaded condition. Trimarans
operating in Area 2 shall have sidehulls each having a total buoyant volume of at least 150%
of the displacement volume in the fully loaded condition.
11.11 Approval of Intact and Damage Stability

11.11.1 A vessel not required to have an approved Stability Information Booklet.
A vessel for which stability is assessed on the basis of practical tests or simplified methods,
defined in Section 11 of the Code, conducted by a competent person(s), should be approved
by the Certifying Authority. In order to give approval, the Certifying Authority should be
satisfied that the requirements have been met, accepting the results obtained and keeping a
detailed record of the procedure of the tests or calculations and the results which were
accepted. The Certifying Authority should file the details in the records retained for the
vessel, and these details are to be entered on the certificate. See section 11.1.1.10 for
requirements for the carriage of a Stability Guidance Booklet.
11.11.2 A vessel required to have an approved Stability Information Booklet.
11.11.2.1 The owner(s) should be responsible for the inclining test of a vessel to be
undertaken by competent persons and for the calculation of the lightship particulars, which
are used in the stability calculations.
11.11.2.2 A person competent to the satisfaction of the Certifying Authority should witness
the inclining test of a vessel and be satisfied as to conditions and the manner in which the
test is conducted.
11.11.2.3 The owner(s) of a vessel should be responsible for the submission of the Stability
Information Booklet, based on the Administrations model booklet prepared by a competent
person(s), the content and form in which stability information is presented, its accuracy and
its compliance with the requirements of Section 11 for the standard required for the vessel.
The owner(s) should submit three (3) copies of the booklet to the Certifying Authority for
approval.
11.11.2.4 When satisfied with the form and content of the Stability Information Booklet
(including satisfaction with the competency of the person(s) who produced the booklet,
methods and procedures used for calculations, the stability standard achieved and
instructions which may be given to the skipper but excluding accuracy of hull form data), the
Certifying Authority should stamp the booklet with an official stamp which contains the name
of the Certifying Authority, the date of approval, a file (or record) reference, number of
pages in the booklet and APPROVED FORM AND CONTENT. Two (2) copies of the approved
booklet should be returned to the owner(s). The owners should be instructed to confirm that
one (1) copy has been placed on the vessel and will be retained on the vessel at all times for
use by the skipper. The second booklet is for the record of the owner(s). The Certifying
Authority should retain the third copy of the approved booklet in the records kept for the
vessel.
11.11.3 A vessel required to have approved damage stability information
11.11.3.1 The owner(s) of a vessel should be responsible for the submission of the damage
stability calculations prepared by a competent person(s), their accuracy (including methods
and procedures used for calculations) and compliance with the requirements of Section 11.2.
The owner(s) should submit two (2) copies of the calculations to the Certifying Authority for
approval.
11.11.3.2 The Certifying Authority should approve the results of the damage stability cases
provided that the results meet the standard defined in Section 11.2. Approval (of the results
but not the accuracy of the calculations) should be given in a formal letter from the
Certifying Authority to the owner(s) and a copy of the calculations returned marked with the
name of the Certifying Authority, the date and RESULTS APPROVED.
11.11.4 Guidance on stability assessment
It should be noted that the Certifying Authority may require a full stability analysis for a
vessel which has been modified from the original design, particularly if the freeboard has
been significantly reduced or the modification has involved the addition of, for example, a
mast-furled main sail, a roller-reefing headsail, a radar antenna or any other item of
equipment which may have caused the position of the vertical centre of gravity to be
situated at a higher level than that intended by the designer.
12. Freeboard and Freeboard Marking

12.1.1 General
A sailing vessel required to be provided with an approved Stability Information Booklet,
other than a vessel assessed in conjunction with Section 11.8.4, should have a freeboard
mark placed on each side of the hull at the longitudinal position of the longitudinal centre of
flotation for the maximum draught at which the stability of the vessel has been determined.
In no case should this draught be greater than the draught corresponding to the maximum
displacement for which the scantlings have been approved.
The freeboard mark referred to above should measure 300mm in length and 25mm in depth.
The marking should be permanent and painted black on a light background or in white or
yellow on a dark background. The top of the mark should be positioned at the waterline
corresponding to the draught given in Section 12.1.1, at the position of the longitudinal
centre of flotation, as shown in the sketch below:-
A vessel should not operate in any condition which will result in its freeboard marks being
totally submerged when it is at rest and upright in calm sea water. Sailing vessels with
variable ballast are to be specially considered by the Administration.
12.2 Motor Vessels
12.2.1 General
Section 12.2.2 defines the requirements for minimum freeboard for a motor vessel whose
stability has not been assessed using ISO 12217 Small craft - Stability and buoyancy
assessment and categorisation Part 1. Section 12.2.3 defines how and when the freeboard
mark, and deck line, should be applied. Requirements for an inflatable boat or boat fitted
with a buoyant collar, not requiring an approved Stability Information Booklet, are contained
within Section 12.2.4.
It should be noted that for vessels whose freeboard is not determined using Section
12.2.2.2, and are not provided with an approved stability information booklet, although
requirements exist for minimum freeboard, such vessels are not required to be marked with
a freeboard mark. In such cases the loading of the vessel is governed by the maximum
permissible weight, in accordance with Section 11, as identified on the vessels certificate.
12.2.2 Minimum freeboard
The freeboard, for a motor vessel whose stability has not been assessed in conjunction with
Sections 11.3.8 or 11.4.5, should be not less than that determined by the following
requirements:12.2.2.1 Vessels which carry cargo or a combination of passengers and cargo for which the
cargo element does not exceed 1000kg.
A vessel, other than an inflatable or rigid inflatable boat covered by Section 12.2.4, when
fully loaded with cargo and non-cargo deadweight items certificated to be carried (each
person taken as 75kg) should be upright and:.1 in the case of a vessel with a continuous watertight weather deck in accordance with
Section 4.3.1.1, which is neither stepped or recessed or raised, have a freeboard measured
down from the lowest point of the weather deck of not less than 300 mm for vessels of 7
metres in length or under and not less than 750 mm for vessels of 18 metres in length or
over. For a vessel of intermediate length the freeboard should be determined by linear
interpolation;
.2 in the case of a vessel with a continuous watertight weather deck in accordance with
Section 4.3.1.2, which may be stepped, recessed, or raised, have a freeboard measured
down from the lowest point of the weather deck, of not less than 200 mm for vessels of 7
metres in length or under and not less than 400 mm for vessels of 18 metres in length or
over. For a vessel of intermediate length the freeboard should be determined by linear
interpolation. The raised portion(s) of the watertight weather deck should extend across the
full breadth of the vessel and the average freeboard over the length of the vessel should
comply with .1 above for a vessel with a continuous watertight weather deck;
.3 in the case of an open boat, have a clear height of side (i.e. the distance between the
waterline and the lowest point of the gunwale*) of not less than 400mm for vessels of 7
metres in length or under and not less than 800mm for vessels of 18 metres in length or
over. For a vessel of intermediate length the clear height should be determined by linear
interpolation;
*(The clear height of the side should be measured to the top of the gunwale or capping or to
the top of the wash strake if one is fitted above the capping.)
12.2.2.2 Vessels which carry cargo or a combination of passengers and cargo for which the
cargo element exceeds 1000kg, or those that cannot comply with Section 12.2.2.1.
Freeboard should be assigned in accordance with the Merchant Shipping (Load Line)
Regulations 1998.
Such vessels should have a scale of draught marks marked clearly at the bow and stern.
12.2.2.3 A vessel required to be provided with an approved Stability Information Booklet
should be assigned a freeboard which corresponds to the draught of the vessel in sea water
when fully loaded (each person taken as 75kg), but which in no case should be less than the
freeboard required by Section 12.2.2.1 or 12.2.2.2, nor that corresponding to the scantling
draught.
12.2.3.1 A vessel assigned a freeboard in accordance with Section 12.2.2.2 should be
marked with a freeboard mark in accordance with the Merchant Shipping (Load Line)
Regulations 1998 and have a scale of draught marks marked clearly at the bow and stern,
on both sides of the vessel. The longitudinal position of the draught marks, relative to the
longitudinal datum for the hydrostatic data, should be recorded in the Stability Information
Booklet, where provided.
Where it is considered that the addition of a scale of draught marks is neither practicable or
meaningful, for example, due to restricted loading variations, application for special
consideration should be made to the Administration.
Additionally, where the line of the deck is not immediately discernable, a vessel should be
provided with a deck line. The deck line and freeboard mark should be permanent and
painted on a contrasting background.
The freeboard mark shall consist of a ring 300 millimetres in outside diameter and 25
millimetres wide, intersected by a horizontal line 450 millimetres long and 25 millimetres
wide the upper edge of which passes through the centre of the ring. The top of the
intersecting line should be positioned at the waterline corresponding to the assigned
freeboard to deck edge at amidships.
No mark should be applied for fresh water allowance.
The assigning letter marking on the bar of the ring and bar should be D on the left and T on
the right when the MCA is the Certifying Authority. In the case of any other Certifying
Authority, the assigning letters should be U on the left and K on the right.
12.2.3.2 The freeboard mark for a vessel required to be provided with an approved Stability
Information Booklet, other than a vessel complying with Section 12.2.3.1 should be a bar of
300mm in length and 25mm in depth.
The marking should be permanent and painted black on a light background or in white or
yellow on a dark background. (No assigning letter marking should be placed on the bar
marking.)
The top of the mark should be positioned at the waterline corresponding to the draught
referred to in Section 12.2.2.3, at amidships.
Additionally, where the line of the deck is not immediately discernable, a vessel should be
provided with a deck line. The deck-line shall be marked amidships on each side of the ship
so as to indicate the position of the freeboard deck. The mark need not be of contrasting
colour to the surrounding hull.
Where the design of the vessel, or other circumstances, render it impracticable to mark the
deck line, the Certifying Authority may direct that it be marked by reference to another fixed
point as near as practicable to the position described above.
12.2.3.3 A vessel should not operate in a condition which will result in its freeboard marks
being totally submerged when it is at rest and upright in calm sea water.
12.2.4 Inflatable boats and boats fitted with a buoyant collar
12.2.4.1 The freeboard of an inflatable boat or boat fitted with a buoyant collar should be
not less than 300mm measured from the upper surface of the buoyancy tubes and not less
than 250mm at the lowest part of the transom with all its equipment, fuel, cargo, activity
related equipment (e.g. diving equipment) and the number of persons for which it is to be
certificated onboard, with the boat re-trimmed as necessary to represent a normal operating
condition, and with the drainage socks (if fitted) tied up.
12.2.4.2 A freeboard mark is not required. The minimum freeboards recorded during the
tests of Section 12.2.4.1 and the permissible maximum weight which can be carried should
be recorded on the certificate for the vessel.
12.2.4.3 For boats operating in Area Category 6 only, which do not meet the freeboard
requirement of Section 12.2.4.1 at the transom, may still be accepted by the Certifying
Authority provided it can be demonstrated that the boat is self-draining when moving ahead,
and has a substantial reserve of buoyancy. The Certifying Authority should record such an
acceptance in its report for the vessel (report form SCV2).
13 Life-Saving Appliances
13.1 General
13.1.1 All life-saving equipment must be marked in accordance with the guidelines in Marine
Guidance Note MGN 105 (M+F) - Use and Fitting of Retro-reflective Material on Life-saving
Appliances. See Annex 1 for extract MGN 105 (M+F) for guidelines.
13.1.2 The minimum required life-saving equipment is indicated in Table 13.1.
13.2 Liferafts
13.2.1 Vessels Operating in Area Category 0:-
1. should be provided with liferafts of such number and capacity that, in the event of any
one liferaft being lost or rendered unserviceable, there is sufficient capacity

remaining for all on board;
2. the liferafts provided should be constructed to SOLAS standard, Wheelmarked or DfT
approved, have insulated floor and canopy and be equipped with a SOLAS A pack;
3. the liferafts should, in general, be contained in FRP containers (which may be a
suitable container other than a SOLAS container) stowed on the weather deck or in
an open space and should be fitted with float free arrangements (hydrostatic release
units) so that the liferafts float free and inflate automatically;
4. stowage and release mechanisms other than .3 above will be considered when they
can be demonstrated, to the satisfaction of the Administration, to give an equivalent
level of safety.
13.2.2 Vessels Operating in Area Category 1:-
1. the liferaft requirements are as Section 13.2.1 except that, the liferaft need not have
an insulated floor or insulated canopy where the vessel operates exclusively in

waters having a temperature of 10C or higher (see notes). The certification shall
clearly show this limitation.
2. where the vessel is certificated to carry less than 16 persons, the liferaft requirement
may be satisfied by a single liferaft. The liferaft capacity should accommodate at
least the total number of persons on board.
3. Existing vessels using ORC liferafts (ISAF OSR Appendix A Part 1), manufactured
before the date of this Code coming into force are not required to upgrade that
equipment until the end of its serviceable life. This is also applicable to vessels
where the liferaft is supplied on a hired basis. Such liferafts are to be serviced
annually at a service station approved by the manufacturer.
13.2.3 Vessels Operating in Area Category 2,3,4,5 & 6:-
1. should be provided with liferaft capacity to accommodate at least the total number of
persons on board;
2. the liferaft(s) provided should be either:-
i) in accordance with Section 13.2.1 (.2) except that the liferaft(s) should be
equipped with SOLAS B PACK ;or
ii) built to the International Sailing Federation (ISAF), Offshore Special Regulations
(OSR) Appendix A Part 2 requirements. Liferaft(s) should be equipped to a level
equivalent to that of a SOLAS B PACK. This may, where necessary, include a grab
bag to supplement the equipment integral to the liferaft.
3. Liferafts carried in vessels which operate in Categories 2 and 3 outside the UK Search
and Rescue Region, where the sea temperature is less than 10C, shall have an
insulated floor and insulated canopy. (See notes).
4. Liferafts should be carried either:i) in approved FRP containers stowed on the weather deck or in an open space, and
fitted with float free arrangements so that the liferafts float free and inflate
automatically; or
ii) in FRP containers or valise stowed in readily accessible and dedicated
weathertight lockers opening directly to the weather deck.
5. Existing vessels using ORC liferafts (ISAF OSR Appendix A Part 1) manufactured
before the date of this Code coming into force are not required to upgrade that
equipment until the end of its serviceable life. This is also applicable to vessels
where the liferaft is supplied on a hired basis. Such liferafts are to be serviced
annually at a service station approved by the manufacturer.
6. Vessels operating in Category 6 only, may utilise open reversible liferafts, constructed
to SOLAS standard, Wheelmarked or DfT approved. Liferaft(s) should be equipped to

a level equivalent to a DfT E Pack. This may, where necessary, include a grab
bag to supplement the equipment integral to the liferaft.
13.2.4 All liferafts, other than those covered in 13.2.2.3 or 13.2.3.5, should be serviced at a
service station approved by the manufacturer and at the manufacturers recommended
intervals, however, where the liferaft(s) are stored in valises this should be at least annually.
13.2.5 Inflatable liferaft hydrostatic release units (other than the types which have a date
limited life and are test fired prior to disposal) should be serviced annually at a service
station approved by the manufacturer.
13.2.6 Liferafts provided on sailing multihull vessels should be located so that they are
accessible when the vessel is either upright or after an inversion.
Notes: Sea temperature data may be found in sources such as the Admiralty Pilot for a given
sea area and period.
To facilitate rapid abandonment in an emergency where a grab bag is provided it should be
in an accessible position known to all on board.
13.3 Lifebuoys
13.3.1 Lifebuoys should be marked with the vessels name and one other means of
identification, e.g. Port of Choice, SSR number, home port if not registered, etc.
13.3.2 Vessels certified to operate in Categories 4, 5 & 6 need not carry lifebuoys fitted with
lights.
13.3.3 Buoyant lines, where fitted, should not be less than 18 metres in length.
13.3.4 Where light-weight lifebuoys (e.g. horseshoe type) are used, if not fitted with a
buoyant line, they shall be fitted with a drogue (the drogue is required to prevent the
lifebuoy being blown across the sea surface at high speed).
13.3.5 For sailing vessels, the Dan-buoy should be attached to one of the lifebuoys and
where applicable, a light.
13.4 Lifejackets
13.4.1 Lifejackets should be MCA (DfT) or MED approved (Wheelmarked) or should comply
with BS EN 396 of 150N or BS EN 399 of 275N or equivalent ISO/CEN standard.
13.4.2 Lifejackets that comply with BS 3595, and with a current servicing certificate where
applicable, may continue to be used where already fitted on a vessel at the time of the Code
coming into force.
13.4.3 All lifejackets should be fitted with a whistle, retro-reflective materials and, if
operating in Categories 0, 1, 2 or 3, a light.
13.4.4 If the lifejackets are the inflatable type, an additional 10% or 2, whichever is the
greater, should be provided.
13.4.5 Inflatable lifejackets for new vessels and new inflatable lifejackets for existing vessels
are to be of the compressed gas inflation type, with either manual or automatic inflation,
and fitted with oral top up valves. On existing vessels, where orally inflated lifejackets (no
compressed gas inflation) are carried, these are to be inflated at all times when worn on
deck, and should be replaced with compressed gas inflatable lifejackets, fitted with oral top
up valves, at the end of their service life.
13.4.6 Compressed gas inflatable lifejackets should be serviced within one month either side
of the Compliance, Renewal and Intermediate examination. In the intervening years they are
to be examined annually to the manufacturers recommendation. Certification/declaration of
servicing must be available for inspection by the Certifying Authority/Administration. As far
as is reasonable and practicable, visual examinations should be carried out weekly by the
owner/managing agent to determine whether they are safe to use.
13.4.7 A suitable lifejacket should be provided for each person on board under 32
kilogrammes.
13.4.8 It is strongly recommended that no more than two different types of lifejacket are
permitted on any vessel, to limit any confusion in use.
13.5 Thermal Protective Aids
13.5.1 TPAs may be stowed in the grab bag
13.5.2 When immersion suits are provided for all onboard, as part of the vessels equipment,
only 2 TPAs need to be provided for the use of injured persons.
1. Immersion suits may be of the non insulated type.

2. Immersion suits are to be compatible with the lifejackets provided.
3. Immersion suits may be provided to satisfy the personnel clothing requirements of
Section 22.9.
13.5.3 Vessels operating in Category 6 between 1st November and 31st March, using open
reversible liferaft(s) in accordance with Section 13.2.3.6, should carry TPAs for all persons
on board.
Vessels operating in Category 6 outside this period or those fitted with a canopied liferaft
need not carry any TPAs.
13.6 Portable VHF
Reference should be made to Section 16 Table 16.1.
13.7 406MHz or Inmarsat E EPIRB
13.7.1 The 406MHz or Inmarsat E EPIRB should be installed in an easily accessible position
ready to be manually released, capable of being placed in a liferaft, and capable of floating
free and automatic activation if the vessel sinks.
13.7.2 Where compliance with Section 13.7.1 is not practicable and the vessel carries less
than 16 persons, the EPIRB may be stowed in an accessible place and be capable of being
placed readily in a liferaft without being capable of floating free.
13.7.3 All EPIRBS should be maintained in accordance with the manufacturers
recommendations.
Batteries should be replaced as required by a manufacturers approved service station.
Additionally, it is a requirement that all EPIRBs are registered with the Administration.
13.8 SART
A SART (Category 0 and 1) is not required if the EPIRB provided has a 121.5 MHz frequency
transmitting capability and is of the non-float free type for placing in a liferaft.
13.9 General/Fire Alarm
The General/Fire Alarm may be a bell or Klaxon or consist of the vessels whistle or siren
providing it can be heard in all parts of the vessel.
13.10 Pyrotechnics
Parachute flares, red hand flares, smoke signals, and other pyrotechnics should be MED
approved (Wheelmarked) or should comply with MSN 1676, The Merchant Shipping (LifeSaving Appliances for Ships Other Than Ships of Classes III to VI(A)) Regulations 1999.
(Note - Hand held smoke signals need not be approved to the MED or MSN 1676)
13.11 Training Manual
13.11.1 A training and instruction manual should contain instructions and information on the
lifesaving appliances provided in the vessel and also contain information on the best
methods of survival.
13.11.2 It may take the form of instructions from the manufacturers of the life-saving
equipment provided, as a minimum, with the following explained in detail:-
1. donning of lifejackets;
2. boarding, launching, and clearing the survival craft from the vessel;
3. illumination in launching areas;
4. use of all survival equipment;
5. use of all aids to location
6. use of sea anchors;
7. recovery of persons from the water;
8. hazards of exposure and the need for warm clothing;
9. best use of the survival craft facilities in order to survive;
10. methods of retrieval, including the use of helicopter rescue gear (slings, baskets,
stretchers), breeches-buoy and shore life-saving apparatus;
11. instructions for emergency repair of the life-saving appliances;

12. Personal Survival at Sea booklet, e.g. MCA Booklet MCA/075.
13.12 Instruction Manual (on board maintenance)
13.12.1 The manual should contain instructions for onboard maintenance of the life-saving
appliances and should include, as a minimum, the following where applicable:-
1. a check list for use when carrying out the required inspections;
2. maintenance and repair instructions;
3. schedule of periodic maintenance;
4. list of replaceable parts;
5. list of sources for spare parts;
6. log of records of inspection.
13.12.2 The manual may be kept ashore by the owner/managing agent in the case of an
open boat.
13.12.3 Vessels operating on bare-boat charter should be provided with the manual whether
an open boat or otherwise.
TABLE13.1
LIFE-SAVING APPLIANCES
14 Fire Safety
14.1 General
14.1.1 The boundary of the engine space should, with special consideration given to fire
flaps, be arranged to contain the fire extinguishing medium i.e. the engine space should be
capable of being closed down in order that the fire extinguishing medium cannot escape. Any
fans located within or feeding a machinery space should be capable of being stopped from
outside the space in the event of a fire. Systems compromising automatic stopping of fans in
the event of a fire should be supplemented with a manual override.
14.1.2 Where it is not practical to have a machinery space, the engine should be enclosed in
a box.
The box should perform the same function as the machinery space boundaries in Section
14.1.1 above.
14.1.3 Combustible materials and liquids should not be stowed in the engine space. If
noncombustible materials are stowed in the engine space, they should be adequately
secured against falling on machinery and cause no obstruction to access to or from the
space.
14.1.4 Portlights or windows should not be fitted in the boundary of the engine space except
that an observation port having a maximum diameter of 150mm may be fitted in an internal
boundary bulkhead, provided that the port is of the non-opening type, the frame is
constructed of steel or other equivalent material, and the port is fitted with a permanently
attached cover with securing arrangements. Only fire rated toughened safety glass (rated A0
in accordance with the FTP Code) should be used in an observation port.
14.2 Vessels Operating in Category 0 and 1 and in any other Category Where the
Total Installed Power Exceeds 750 kW, or in any Category Carrying 16 or More
Persons.
14.2.1 Steel Construction: Vessels which have the machinery space boundaries constructed
of steel, require no additional fire protection. However, surfaces on the opposite side of the
machinery space should only be coated with finishes which have a Class 1 surface spread of
flame rating when tested in accordance with Standards Annex 13.
14.2.2 Fibre Reinforced Plastic (FRP) Construction: Machinery space boundaries should
prevent the passage of smoke and flame for 15 minutes, when tested in accordance with the
procedure shown in Annex 9. Fire resistance of FRP may be achieved by the use of woven
roving glass layers or additives (which must be added strictly in accordance with the
manufacturers requirements) to the resin. Intumescent polyester, epoxy, vinylester or
phenolic resin surface coatings may also be used; however, solvent borne intumescent
paints are not acceptable.
The Certifying Authority may waive the requirement for the test described in Annex 9 ( Fire
Test) if the construction complies with an ISO or equivalent standard to give at least the
same level of protection.
14.2.3 Aluminium and Wood Construction: Machinery space boundaries should have an
equivalent level of fire protection when compared to FRP construction.
14.2.4 Where insulation is fitted to provide an equivalent level of fire protection to that
required in Section 14.2.2 or 14.2.3 the insulation need not be fitted lower than 300 mm
below the waterline. (It should be noted that insulation approved by the Administration as
satisfying the requirements of an A or B Class division for the construction material, and
division scantlings, will exceed these requirements.)
14.3 Insulation
14.3.1 Thermal or acoustic insulation fitted inside the engine space should be of noncombustible material when tested in accordance with Annex 10.
14.3.2 Insulation should be protected against impregnation by flammable vapours and
liquids. Where insulation is cut, the edges should be protected against such impregnation,
e.g. by the use of non-combustible tape. Where the insulation is vulnerable to damage it
should be protected.
14.4 Cleanliness (and Pollution Prevention)
14.4.1 Provision should be made to retain any oil leakage within the confines of the engine
space.
14.4.2 In a vessel constructed of wood, measures should be taken to prevent absorption of
oil into the structure.
14.4.3 When it is impracticable to fit a metal drip tray in way of the engine, the use of the
engine bearers as a means of containment of the oil may be accepted when they are of
sufficient height and have no limber holes. Provision should be made for the clearing of
spillage and drainage collected in the engine space.
14.4.4 Efficient means should be provided to ensure that all residues of persistent oils are
collected and retained on-board for discharge to collection facilities ashore. Reference should
also be made to Section 29, Clean Seas.
14.4.5 The engine space should be kept clean and clear of oily waste and combustible
materials.
14.4.6 Where petrol engines are installed, reference should be made to Section 7.3.2.
14.5 Open Flame Gas Appliances

14.5.1 Open flame gas appliances provided for cooking, heating or any other purposes
should comply with the requirements of EC Directive 90/396/EEC (Council Directive of 20
June 1990 on the approximation of the laws of the Member States relating to appliances
burning gaseous fuels), so far as the requirements of the Directive apply to any particular
appliance and be suitable for marine use and installation in boats.
14.5.2 Installation of a gas appliance should be in accordance with a recognised standard
listed in the Standards Annex 13 or equivalent and Annex 5 Gas Installations.
14.5.3 Materials which are in the vicinity of open flame cooking or heating appliances should
be non-combustible, except that these materials may be faced with any surface finish having
a Class 1 surface spread of flame rating when tested in accordance with a recognised
standard, see Standards Annex 13.
14.5.4 Combustible materials and other surfaces which do not have a surface spread of
flame rating should not be left unprotected within the following distances of a standard
cooker:-
1. 400mm vertically above the cooker, for horizontal surfaces, when the vessel is
upright;
2. 125mm horizontally from the cooker, for vertical surfaces.

14.5.5 Curtains or any other suspended textile materials should not be fitted within 600mm
of any open flame cooking, heating or other appliance.
14.5.6 With regard to Section 14.5.4 and 14.5.5 above, ISO 9094 will be taken as
acceptable.
14.6 Furnishing Materials
14.6.1 It is recommended that Combustion Modified High Resilient (CMHR) foams are used
in upholstered furniture and mattresses.
14.6.2 Upholstery covering fabrics should satisfy the cigarette and butane flame tests of a
recognised standard, see Annex 10 or equivalent.
14.7 Fire Detection
14.7.1 In vessels where the total installed power (propulsion and electrical generation) is
greater than 750 kW efficient fire detectors should be fitted in the engine space(s).
14.7.2 In a vessel carrying 16 or more persons, or operating in area category 0 or 1,
efficient fire detectors should be fitted in the engine space(s) and spaces containing open
flame devices.
14.7.3 On any vessel, where an area is identified by the Certifying Authority as posing a fire
risk to either passengers or crew (e.g. galleys, sleeping accommodation), fire detection
equipment shall be installed to protect that area.
14.7.4 The fire detectors should be appropriate to the hazard identified and should give an
audible warning that can be heard in the space concerned and in the control position when
the vessel is in operation.
14.7.5 Efficient fire detectors may be required in order to comply with Section 14.8.2
14.8 Means of Escape
14.8.1 Two means of escape should be provided in:-
1. accommodation spaces used for sleeping or rest; and

2. other accommodation spaces affected by a fire risk; and
3. machinery spaces affected by a fire risk except:
i) those spaces visited only occasionally or unmanned during normal operation, and
where the single access gives ready escape, at all times, in the event of fire; or
ii) those spaces where any person entering and moving about the space is within 5
metres of the single entrance, at all times.
The means of escape should be such that a single hazardous event will not cut-off both
escape routes. Only in the exceptional case, such that the overall safety of the vessel would
be diminished, should means of escape contrary to Section 14.8.1.1, .2 or .3 be accepted.
14.8.2 In the exceptional case where a single means of escape from accommodation spaces
is accepted, efficient fire detectors should be provided as necessary to give early warning of
a fire emergency which could cut off that single means of escape.
14.8.3 Means of escape should be clearly marked for their purpose on both sides, and the
function of each escape route demonstrated by practical tests to the satisfaction of the
14.8.4 All sailing multihulls over 12 metres length shall be fitted with an emergency escape
hatch in each main inhabited watertight compartment to permit the exit of personnel in the
event of an inversion. Such escape hatches shall be located above both upright and inverted
waterlines. See section 11.10 for inverted stability and buoyancy requirements.
15 Fire Appliances
15.1 General
A vessel should be provided with efficient fire fighting equipment in accordance within this
Section. All equipment is to be serviced at the manufacturers recommended service intervals
by a service station approved by the manufacturer.
15.2 Vessels Less than 6 metres in Length Operating in Category 6 Waters
15.2.1 In a vessel of less than 6 metres in length, which is not fitted, or is only partially
fitted with a watertight weather deck and with no cooking appliances, a single extinguisher
capable of discharging into the engine space is to be fitted. The extinguisher should be
suitably sized for the engine space, but be a minimum of 34B.
15.2.2 In a non-decked (or partially decked) sailing vessel with no engines and no cooking
appliances, no fire extinguisher is required.
15.3 Open Vessels, Inflatable Boats and Boats with a Buoyant Collar up to 8m in
Length not Fitted with a Substantial Enclosure.
An open vessel, inflatable boat or boat with a buoyant collar up to 8m in length, not fitted
with a substantial enclosure, with no cooking appliances, should be fitted with a minimum of
two fire extinguishers, each with a minimum rating of 5A/34B
15.4 Vessels Less than 15 metres in Length and Carrying 15 or Less Persons, not
covered by Sections 15.2 or 15.3
15.4.1 One hand fire pump (outside engine space)* or one power driven fire pump (outside
engine space)*, with sea and hose connections, capable of delivering one jet of water to any
part of the ship through hose and nozzle. One fire hose of adequate length with 10mm
nozzle and suitable spray nozzle;
or
One multi-purpose fire extinguisher to a recognised standard, see Standards Annex 13, with
minimum fire rating of 13A/113B or smaller extinguishers giving the equivalent fire rating
(in addition to that required below).
15.4.2 Not less than one multi-purpose fire extinguisher to a recognised standard, see
Standards Annex 13, with minimum fire rating of 5A/34B provided at each exit from
accommodation spaces to the open deck. In no case should there be less than two such
extinguishers provided.
15.4.3 At least two fire buckets with lanyards. Buckets may be of metal, plastic or canvas
and should be suitable for their intended service.
15.4.4 One fire blanket of a recognised standard, see Standards Annex 13, in galley or
cooking area, where a fire risk can be identified.
15.5 Vessels 15 metres or More in Length or Carrying 16 or More Persons
15.5.1 One hand fire pump (outside engine space)* or one power driven fire pump (outside
engine space)*, with sea and hose connections, capable of delivering one jet of water to any
part of the ship through hose and nozzle.
One fire hose of adequate length with 10mm nozzle and suitable spray nozzle.
or
Not less than two multi-purpose fire extinguishers to a recognised standard each with
minimum fire rating of 13A/113B or smaller extinguishers giving the equivalent fire rating
(in addition to that required below).
15.5.2 Not less than two multi-purpose fire extinguishers to a recognised standard, see
Standards Annex 13, with a minimum fire rating of 13A/113B.
15.5.3 At least two fire buckets with lanyards. Buckets may be of metal, plastic or canvas
and should be suitable for their intended service.
15.5.4 One fire blanket of a recognised standard, see Standards Annex 13, in galley or
cooking area, where a fire risk is identified.
Note * This may be one of the pumps required by Section 10 (Bilge Pumping), when fitted
with a suitable change over arrangement which is readily accessible.
15.6 Provision for Fire Extinguishing in Machinery Spaces
15.6.1 Fixed fire extinguishing in engine space, which may consist of a portable extinguisher
suitably sized for the space being protected and arranged to discharge into that space, shall
be provided for vessels fitted with inboard engines. An additional extinguisher, or one of the
multi-purpose fire extinguishers required in 15.2, 15.3, 15.4 or 15.5, can also be the
extinguisher required for discharge into the engine space, providing it is a suitable type (B)
and suitably sized and stowed in a location appropriate to its dual use.
15.6.2 When a fixed fire extinguishing system (which is not a portable extinguisher) is
installed in a machinery space, it should be a MCA or equivalent approved type appropriate
to the space to be protected and be installed and maintained in accordance with the
manufacturers requirements.
The requirements for fixed fire extinguishing installations are detailed in the Merchant
Shipping (Fire Protection - Small Ships) Regulations 1998 SI 1998 No. 1011 and in the 1999
edition of the Fire Protection Arrangements of the Instructions for the Guidance of
Surveyors (HMSO publication ISBN 5520007).
Fixed installations in machinery spaces covered by the references are:-
1. low expansion foam;

2. medium expansion foam;
3. high expansion foam;
4. carbon dioxide;
5. pressure water spraying;
6. vaporising fluids (HFCs hydrofluorocarbons);
7. aerosols (solid pyrotechnic type).
15.7 Informative Notes
15.7.1 Multi-purpose fire extinguishers have a capability to deal with both Category A fires
involving solid materials and Category B fires involving liquids or liquefiable solids may be
marked with the multipurpose rating, e.g. 13A/113B in Section 15.4.1 above; and 5A/34B in
Section 15.4.2 above.
15.7.2 BS EN 3:1996 - Portable fire extinguishers, became a national standard in August
1996. The previous standard, BS 5423:1987, was withdrawn on 1 January 1997. The
principal difference between the two standards is the colour coding of the body of the
extinguisher which, for BS EN 3, is red.
15.7.3 BS EN 3 allows a zone of colour of up to 5% of the external area of the extinguisher
body to be used to identify the extinguishing agent. Manufacturers have complied with this
by printing the operating instructions in the appropriate extinguishing agent colour.
15.7.4 Manufacturers producing extinguishers certified and marked to BS EN 3 cannot revert
to the colour schemes contained in the withdrawn BS 5423:1987. Owners of vessels must
not overpaint red BS EN 3 extinguishers to the old colours.
15.7.5 EC Regulation 2037/2000 prohibits the sale and use of halons, including material that
has been recovered or recycled. No fire fighting equipment containing Halons should be
used. Marine Guidance Note MGN 191 provides further information.
16. Radio Equipment

16.1.1 Radio equipment carried by a vessel shall be capable of fulfilling the following
functional requirements with respect to distress and safety communications when the vessel
is at sea:-
1. Provide for the safety of the vessel by:-
i) transmitting ship-to-shore distress alerting;

ii) transmitting ship-to-ship distress alerting;
iii) transmitting and receiving on-scene communications, including appropriate
search and rescue co-ordinating communications; and
iv) transmitting locating signals.
2. Assist other vessels in distress by:i) receiving shore-to-ship distress alerting; and
ii) receiving ship-to-ship distress alerting.
3. Receive navigational and meteorological warnings and urgent safety information
(Maritime Safety Information).
16.1.2 The Global Maritime Distress and Safety System (GMDSS) was implemented on 1
February 1999. The implementation of the GMDSS has involved the adoption of Digital
Selective Calling (DSC) for distress alerting in maritime radio frequency bands, e.g. VHF.
Whilst the UK Coastguard will continue coverage of VHF channel 16 for the foreseeable
future, the Coastguard watch on channel 16 is now a dedicated headset watch or a
loudspeaker watch. Ships are currently obliged to keep a listening watch on channel 16 only
where practicable.
For vessels where a fixed VHF is required, it is strongly recommended that vessels are
equipped with VHF DSC with its significant benefits in distress situations.
Other than vessels operating in Category 6, all new vessels and all those replacing VHF
radios, must have installed VHF DSC by February 2005. Where GMDSS equipment is
installed, it should be provided with automatic position updating information from the
onboard navigational receiver, or procedures put in place to ensure positional information is
manually updated at intervals not exceeding 4 hours.
16.2 Radio Installation
16.2.1 Table 16.1 lists the minimum and recommended radio equipment for the Code area
of operation categories, which fulfil the functional requirements specified in Section 16.1.
16.2.2 VHF transmission and reception ranges are reliable only within the line of sight
ranges (see the MCAs Marine Guidance Note MGN 22 - Proper use of VHF channels at sea).
16.2.3 Aerials should be mounted as high as is practicable to maximise performance. When
the main aerial is fitted to a mast, which is equipped to carry sails, an emergency aerial
should be provided.
16.2.4 Skippers, owners and managing agents should be aware of VHF coverage in the
intended area of operation. Where the certainty of good VHF coverage in the UK coastal area
is in doubt, skippers owners and managing agents should seek advice from the MCA on
whether Medium Frequency (MF) or other equipment with long range transmission capability
should be carried (i.e. Inmarsat Ship Earth Station, EPIRB etc).
16.2.5 When batteries are used for the electrical supply to radio equipment, the batteries,
when fully charged, should provide sufficient hours of operation to ensure effective use of
the GMDSS installation bearing in mind the distance from shore that the vessel can operate.
Appropriate charging facilities or a duplicate battery of capacity sufficient for the voyage
shall be provided.
The battery electrical supply (reference should be made to Section 8) to the radio equipment
should be protected against flooding/swamping as far as practicable and arranged so that
radio communications are not interrupted in adverse conditions.
16.2.6 A fixed radio installation should be clearly marked with the vessels call sign, any
other codes applicable to the use of the radio, and MMSI number where applicable. Acard or
cards giving a clear summary of the radio distress, urgency and safety procedures should be
displayed in full view of the radio operating position(s).10 Brief and clear operating
instructions should also be provided for the hand-held VHF (which is part of the vessels Life
Saving Appliances) as required by Table 16.1.
10 Radiotelephony procedures are set out in Merchant Shipping Notice No. M.1646 published
in November 1996. This is currently being revised to take account of the introduction of DSC
(Digital Selective Calling).
TABLE 16.1
MINIMUM AND RECOMMENDED RADIO EQUIPMENT
R = Recommendation only
1 = Number required to be fitted
1
An appropriate GMDSS certificate should be carried by any person operating this
equipment. The MCA can give advice on suitable training courses.
2
or an Inmarsat Ship Earth Station
Arrangements should be provided to protect the portable VHF from water damage
e.g.waterproof cover.
17. Navigation Lights, Shapes and Sound Signals

17.1 A vessel should comply with the requirements of the Merchant Shipping (Distress
Signals and Prevention of Collisions) Regulations 1996, SI 1996 No.75. A vessel which
operates only between sunrise and sunset and in favourable weather is not required to carry
navigation lights.
17.2 Sound signalling equipment should comply with the Regulations. A vessel of less than
12 metres in length is not obliged to carry the sound signalling equipment required by the
Regulations, provided that some other means of making an efficient sound signal is
provided.
17.3 If it can be demonstrated to the Certifying Authority that, for a particular vessel, full
compliance with the Regulations is impracticable, then application should be made to the
MCA via the Certifying Authority for consideration of equivalent arrangements, taking into
account the nature of the operation of the vessel concerned.
17.4 Table 17.1 is a summary table of navigation lights, shapes and sound signalling
appliances for vessels. This Table is for guidance only and does not cover all possible
operations, i.e. diving. Reference should be made to the regulations stated in Section 17.1
for all operations not covered.
Range of sidelight is 1 mile.
Vessels not exceeding 7 knots maximum speed should show sidelights if practicable.
If not using a tricolour masthead lantern, a sailing vessel may show (in addition to other
lights) two all-round lights near masthead, the upper red and the lower green.
By night, all round white light where best seen; by day one black ball (0.6 metres in
diameter) in the fore part.
Anchor light is required only when anchored in or near a narrow channel, fairway or
anchorage or where other vessels normally navigate.
6
Size of the daytime shapes and distances apart may be reduced commensurate with size of
vessel.
7
By night, two all round red lights in a vertical line two metres apart and the lowest not less
than four metres above the hull (weatherdeck); by day two black balls (0.6 metres in
diameters) in a vertical line, 1.5 metres apart.
The distances for the lights may be reduced to one metre apart and two metres above the
hull (weatherdeck).
By night two all round red lights in a vertical line 2 metres apart plus anchor light; by day
three black balls (0.6 metres diameter) in a vertical line, 1.5 metres apart.
Notes
a Sidelights, stern light and all round lights have range of 2 miles unless indicated otherwise.
b Range of all round white or anchor or Not Under Command lights is 2 miles in all cases.
c All lights (and whistles and bells when they are required to be carried) must be type
approved for the size of vessel on which they are fitted.
d For sailing vessels, attention should be paid to light arrangements when under power i.e.
steaming lights in place of masthead light
e For vessels engaged in other activities i.e. towing, pilotage, attention should be paid to
requirements for lights and shapes arrangements.
f If a sailing vessel is using its engine as well as sails, then a cone, apex downwards in the
fore part, should be displayed in the forepart of the vessel.
g In the case of open boats, vertical heights should be measured from gunwale, and in the
case of inflatable boats, or boats fitted with a buoyant collar, from the top of the collar or
tubes.
18 Navigational Equipment
18.1 Magnetic Compass
18.1.1 A vessel should be fitted with an efficient magnetic compass, or other means of
determining its heading, as well as means of correcting heading and bearings to true at all
times (e.g. a valid deviation card for a magnetic compass):-
1. A properly adjusted standard magnetic compass or other means, independent of the
vessels main power supply, to determine the ships heading and display the reading
at the main steering position.
2. In a steel vessel, it should be possible to correct the compass for co-efficients, B, C

and D and heeling error.
3. The magnetic compass or a repeater should be positioned so as to be clearly readable
by the helmsman at the main steering position. For vessels operating in Categories
0, 1, 2, and 3, a compass light should be fitted.
4. Means should be provided for taking bearings as nearly as practicable over an arc of
the horizon of 360 degrees. (This requirement may be met by the fitting of a pelorus
or, in a vessel other than a steel vessel, a hand bearing compass.)
18.2 Fluxgate Compass
18.2.1 Fluxgate compasses are acceptable under the Code, as an alternative to that required
in 18.1, provided that a suitable back-up power supply is available to power the compass in
the event of failure of the main electrical supply.
18.2.2 Where a Fluxgate compass incorporates a capability to measure magnetic deviation
by undertaking a calibration routine, and where the deviation figures are recorded within the
device, a deviation card is not required.
18.3 Other Equipment
18.3.1 All vessels should be fitted with an echo sounder, or other means, to measure the
available depth of water. See section 25.6.3 for requirements for dedicated pilot vessels.
18.3.2 A vessel which operates more than 20 miles from land (Area Category 0, 1 or 2)
should be provided with:-
1. A receiver for a global navigation satellite system or a terrestrial radionavigation
system, or other means suitable for use at all times throughout the intended voyage
to establish and update the vessels position at all times.
2. A distance measuring log; except that this need not be provided where the
navigational aid in Section 18.3.2.1 provides reliable distance measurements in the
area of operation of the vessel.
19. Miscellaneous Equipment

19.1 Nautical Publications
Charts and other nautical publications to plan and display the vessels route for the intended
voyage and to plot and monitor positions throughout the voyage should be carried. The
charts must be of such a scale and contain sufficient detail to show clearly all relevant
navigational marks, known navigational hazards and, where appropriate, information
concerning ship's routeing and ship reporting schemes. Nautical publications may be
contained within a consolidated publication. However, vessels operating in Area Category 6
need not carry publications. An electronic chart plotting system, complying with the
requirements detailed in Marine Guidance Note MGN 262, may be accepted as meeting the
chart carriage requirements of this sub-paragraph.
19.2 Signalling Lamp
Avessel should be provided with an efficient waterproof electric lamp suitable for signalling.
19.3 Radar Reflector
A vessel is to be provided with a radar reflector approved to current IMO performance
standards, or other means, to enable detection by ships navigating by radar. For Category 6
vessels only, where it is not practicable for an efficient radar reflector to be fitted, they must
not put to sea in fog, and if visibility starts to deteriorate they are to return to shore.
19.4 Measuring Instruments
19.4.1 Other than a dedicated pilot boat, a vessel operating in Area Category 0, 1, 2 or 3
should carry a barometer.
19.4.2 A sailing monohull vessel operating in Area Category 0 or 1, or carrying 16 or more
persons should be provided with an inclinometer.
19.4.3 A sailing monohull vessel operating in Area Category 0, 1, 2 and 3 should be provided
with an anemometer.
19.4.4 A sailing multihull vessel should be provided with an anemometer providing a
continuous indication of apparent windspeed, with the display clearly visible at each control
position.
19.5 Searchlight
A vessel operating in Area Category 0, 1, 2 or 3 should be provided with an efficient fixed
and/or portable searchlight suitable for use in man-overboard search and recovery
operations.
19.6 Sailing Vessels Wire Cutting Equipment
A sailing vessel must carry appropriate wire cutting equipment, or equivalent means to clear
rigging, for use in the event of dismasting.
20. Anchors and Cables

20.1 General
20.1.1 The requirements given in Table 20.1 are for a vessel of normal form which may be
expected to ride-out storms whilst at anchor. The anchors and cables are not designed to
hold a vessel off exposed coasts in rough weather nor stop a vessel that is moving.
20.1.2 Provision is to be made for the secure storage of the anchor and its cable.
20.2 Anchors
20.2.1 The Tabulated values for anchor masses refer to High Holding Power anchors.
Anchors of other designs may be accepted based on the stated holding power.
20.2.2 When a fisherman type of anchor is provided, the mass given in Table 20.1 should be
increased by 75% but the diameter of the anchor cable need not be increased.
20.2.3 For vessels with an unusually high windage, due to high freeboard, a large rig, large
deckhouses or superstructures, the mass of the anchor and the anchor cable diameter
should be increased above that required in Table 20.1 to correspond to the increased wind
loading.
The increase in anchor mass and corresponding cable strength is to be to the satisfaction of
20.2.4 For vessels of unusual or non-conventional ship form (including pontoon barges) the
anchor and cable size should be to the satisfaction of the Certifying Authority.
20.2.5 Anchors are to be rigged ready for use. Only where the particular operating patterns
dictate may the anchor be left unready, e.g. Pilot boat duties.
20.2.6 The design of the anchor is to be acceptable to the Certifying Authority.
20.2.7 Stainless steel and aluminium anchors will be separately considered dependent upon
the test loads for which the anchor has been designed.
20.3 Cables
20.3.1 The length of anchor cable attached to an anchor should be appropriate to the area of
operation but generally should be not less than 4 x the vessels mean length or 30 metres,
whichever is the longer, for each of the main and kedge anchors. (For a definition of mean
length see Note 4 of Table 20).
20.3.2 The cable for main anchors and for kedge anchors may be of chain or rope.
20.3.3 When the anchor cable is of fibre rope or wire, there should be not less than 10
metres or 20% of the minimum required cable length, whichever is the greater, of chain
between the rope and the anchor. Where the anchor cable is wire then proposals to
substitute the chain tail by an anchor and/or chain of enhanced mass will be considered to
the satisfaction of the Certifying Authority, with special attention paid to the anchor
performance, i.e. catenary.
20.3.4 The strength, form and material of the anchor cable and its attachments to the
anchor and the vessel should be approved by the Certifying Authority.
20.3.5 Anchoring systems incorporating a windlass should have the bitter end of the cable
secured to the vessels structure and capable of being released in an emergency.
20.3.6 Anchor steel wire rope is to be fitted with thimbles at both ends.
20.4 Tow line
20.4.1 A vessel should be provided with a towline of not less than the length and diameter of
the kedge anchor cable. The towline may be the warp for the second anchor and in the case
of Pilot Boats, the tow line may be the kedge anchor rope.
20.5 Operations
20.5.1 When an anchor mass is more than 30kg, an efficient mechanical means should be
provided for handling the anchor.
20.5.2 There should be a strong securing point on the foredeck or equivalent structure and
where appropriate a fairlead or roller at the stem head.
20.5.3 Area of Operation Category 0,1,2, or 3
1. A vessel should be provided with at least two anchors (one main and one kedge or
two main) and cables, subject to Section 20.1 and in accordance with the
requirements of Table 20.1.
2. Anchors of equivalent holding power may be proposed and provided, subject to
approval by the Certifying Authority.
20.5.4 Area of Operation Category 4 and 5

A vessel should be provided with at least two anchors (one main and one kedge or two
main), the masses of which may not be less than 90% of the requirements of Table 20.1,
with corresponding cables and subject to approval by the Certifying Authority.
20.5.5 Area of Operation Category 6
An anchor of sufficient mass for the size and type of vessel must be provided, and as a
minimum the mass should correspond to that of a kedge, as illustrated in the table.
TABLE 20.1
ANCHORS AND CABLES
Notes:1. Chain cable diameter given is for short link chain. Chain cable should be sized in
accordance with EN 24 565:1989 (covering ISO 4565: 1986 and covered by BS 7160:1990 Anchor chains for small craft), or equivalent.
2. The rope diameter given is for nylon construction. When rope of another construction is
proposed, the breaking load should be not less than that of the nylon rope specified in the
table.
3. When anchors and cables are manufactured to imperial sizes, the metric equivalent of the
anchor mass and the cable diameter should not be less than the table value.
4. For the purposes of this section, mean length is defined as:Length + Length on waterline
2
21. Accommodation
21.1 General
21.1.1 Hand holds and grab-rails
There should be sufficient hand holds and grab-rails within the accommodation to allow safe
movement when the vessel is in a seaway.
21.1.2 Securing of heavy equipment
21.1.2.1 Heavy items of equipment such as batteries, cooking appliances etc. should be
securely fastened in place to prevent movement due to severe motions of the vessel. In the
case of a sailing vessel, the severe motions should include motions leading to inversion.
21.1.2.2 Stowage lockers containing heavy items should have lids or doors with secure
fastenings.
21.1.3 Access/escape arrangements
Means of escape from accommodation spaces should satisfy the requirements of Section
5.3.1, 5.3.3 and 14.8.
21.1.4 Ventilation
There should be adequate ventilation in all accommodation spaces.
21.1.5 Hot water systems
Hot water supply systems (if any) should be designed, installed and maintained for the
pressure and temperature at which they are to operate.
21.2 Vessels at Sea for More than 24 Hours
When a vessel is intended to be at sea for more than 24 hours, an adequate standard of
accommodation for all on board should be provided. In considering such accommodation,
primary concern should be directed towards ensuring the health and safety aspects of
persons, e.g. the ventilation, lighting, water services, galley services and the access/escape
arrangements. In particular the following standards should be observed:21.2.1 Ventilation
Where air conditioning systems are not fitted, mechanical ventilation should be provided to
accommodation spaces which are situated completely below the level of the weather deck on
vessels making long international voyages or operating in tropical waters, and which carry 9
or more berthed persons below deck. As far as practicable, such ventilation arrangements
should be designed to provide at least 6 changes of air per hour when the access openings
to the spaces are closed.
21.2.2 Lighting
An electric lighting system should be installed which is capable of supplying adequate light to
all enclosed accommodation and working spaces.
21.2.3 Water services
21.2.3.1 An adequate supply of fresh drinking water should be provided and piped to
convenient positions throughout the accommodation spaces.
21.2.3.2 In addition, an emergency (dedicated reserve) supply of drinking water should be
carried at the rate of 2 litres per person on board.
21.2.4 Sleeping accommodation
A bunk or cot should be provided for each person on board and at least 50% of those
provided should be fitted with lee boards or lee cloths.
21.2.5 Galley
21.2.5.1 A galley should be fitted with a means for cooking and a sink and have adequate
working surface for the preparation of food.
21.2.5.2 When a cooking appliance is gimballed it should be protected by a crash bar or
other means to prevent it being tilted when it is free to swing, and a strap, portable bar or
other means should be provided to allow the cook to be secured in position, with both hands
free for working, when the vessel is rolling. A means should be provided to lock the gimbal
mechanism to prevent movement.
21.2.5.3 There should be secure storage for food in the vicinity of the galley.
21.2.6 Toilet facilities
21.2.6.1 Adequate toilet facilities, separated from the rest of the accommodation, should be
provided for persons on board.
21.2.6.2 In general, there should be at least one flushing marine toilet and one wash hand
basin for every 12 persons.
21.2.6.3 Due consideration should be given to the requirements of Section 29 Clean Seas.
21.2.7 Stowage facilities for personal effects
Adequate stowage facilities for clothing and personal effects should be provided for each
person on board.
22. Protection of Personnel

22.1 Deckhouses
A deckhouse used for the accommodation of persons must be constructed of adequate
strength to withstand the forces of weather and sea to which it will be subjected in use.
22.2 Bulwarks, Guard Rails and Handrails (General)
22.2.1 Bulwarks, guardrails and guardwires should be supported efficiently by stays or
stanchions.
When application of such measures would impede the proper working of the vessel,
alternative safety measures should be considered, for guidance ISO 15085 refers.
22.2.2 To protect persons from falling overboard, and when the proper working of the vessel
is not impeded and there are persons frequently on the deck, bulwarks or three courses of
rails or taut wires should be provided and the bulwark top or top course should be not less
than 1000mm above the deck (in accordance with Load Line rules). The distance between
the lowest course and the deck should not exceed 230mm and the distance between other
courses should not exceed 380mm.
22.2.3 In a vessel fitted with a cockpit which opens aft to the sea, additional guardrails
should be fitted so that there is no unprotected vertical opening (i.e. between vertical
members) greater than 500mm in width.
22.2.4 For vessels operating in Category 6, where it is impractical and unnecessary to fit
guardrails, alternative arrangements may be acceptable subject to the Certifying Authority
being satisfied as to the adequacy of the proposed arrangements. For example, on small
motor vessels with narrow side decks alongside a deck house, a handrail on the side of the
deckhouse may be fitted. On the foredeck, a centreline handrail may be considered more
workable.
22.2.5 Handrails should be provided for access stairways, ladderways, passageways and for
decks without bulwarks or guardrails. This provision should not be used in lieu of guardrails
and bulwarks where required by the Code.
22.2.6 In an inflatable boat or a rigid inflatable boat, handgrips, toeholds and handrails
should be provided as necessary to ensure safety of all persons on board during transit and
the worst weather conditions likely to be encountered in the intended area of operation.

22.3.1 When the proper working of a sailing vessel may otherwise be impeded, bulwarks or
two courses of rails or taut wires should be fitted around the working deck and the height of
the protection should be not less than 600mm above the deck. Rails or wires should be
supported at intervals not exceeding 2.2 metres.
22.3.2 When the proper working of a vessel of less than 9 metres in length may otherwise
be impeded, and for vessels in which the crew do not leave the cockpit, bulwarks or a single
rail or taut wire may be fitted around the working deck with the height of the protection
being not less than 450mm above the deck but with no vertical opening greater than
560mm.
22.3.3 In a vessel fitted with a headstay, a fixed or drop-nosed bow pulpit should be
provided forward of the headstay of at least the same height as the guardrails, except in
way of a substantial bowsprit. A drop-nosed pulpit with an opening wider than 250mm
should be provided with a means of closure at guardrail height, for use at sea.
22.3.4 When it is desired to move forward of a pulpit to access a bowsprit or to assist with
docking operations, it should be permissible to arrange the pulpit with an opening in its
forwardmost part. In this case, an efficient means of closure of the opening should be fitted,
and jackstays provided in accordance with Section 22.4.8.
22.4 Safety Harnesses
22.4.1 A vessel should be provided with safety harnesses as necessary for all persons who
may be required to work on deck, with a minimum number of 2.
22.4.2 A sailing vessel should carry a safety harness for each person on board.
22.4.3 Efficient means for securing the life lines of safety harnesses should be provided on
exposed decks, and grabrails provided on the sides and ends of a deckhouse.
22.4.4 Fastening points for the attachment of safety harness life lines should be arranged
having regard to the likely need for work on or above deck. In general, securing points
should be provided in the following positions:-
1. close to a companionway; and

2. on both sides of a cockpit.
22.4.5 When guard rails or wires are not otherwise provided, or do not meet the
requirements of Section 22.2 or 22.3, jackstays (which may be fixed or portable) secured to
strong points, should be provided on each side of the vessel to enable crew members to
traverse the length of the weather deck in bad weather.
22.4.6 For sailing vessels operating in Area Category 0, 1, 2 or 3, jackstays must be
provided.
22.4.7 Motor vessels with guardrails of a height less than that required by Section 22.2 may
be accepted for areas where passengers are not normally allowed. These areas should be
restricted to crew use only and alternative arrangements provided onboard for their
protection.
22.4.8 When a sailing vessel is provided with an open fronted pulpit, jackstays should be
carried sufficiently far forward to protect persons working in the vicinity of the pulpit.
22.5 Toe Rails
When appropriate to the working of a vessel provided with a sailing rig, a toe rail of not less
than 25mm in height should be fitted around the working deck.
22.6 Safe Location

In a non-decked vessel or rigid inflatable, it is the owners/operators responsibility to ensure
that a safe location aboard the boat is provided for all persons.
22.7 Surface of Working Decks
22.7.1 The surface of a working deck should be non-slip.
22.7.2 Acceptable surfaces are: chequered plate, unpainted wood; a non-skid pattern
moulded into FRP; non-slip deck paint; or an efficient non-slip covering.
22.7.3 Particular attention should be paid to the surface finish of a hatch cover when it is
fitted on a working deck and, for sailing vessels, to sloping coach roof sides where these
effectively constitute a working deck when the vessel is heeled.
22.7.4 In an inflatable boat or rigid inflatable boat the upper surface of the inflatable
buoyancy tube should be provided with a non-slip finish.
22.8 Recovery of Persons from the Water
An overside boarding ladder or scrambling net which extends from the weather deck to at
least 600mm below the operational waterline, or other means to aid the recovery of an
unconscious person from the water, should be provided to the satisfaction of the Certifying
Authority.
22.9 Personal Clothing
22.9.1 It is the responsibility of an owner/managing agent/skipper to advise that the
following requirements for items of personal clothing should be met:
1. Each person on board a vessel should have protective clothing appropriate to the
prevailing air and sea temperatures.
2. When a vessel is operating in waters of sea surface temperature of 10C or less, each
person on board should have either an approved immersion suit, a dry suit or other
efficient garment to reduce the likelihood of hypothermia should the wearer enter
the sea. Sea temperature data may be found in sources such as the Admiralty Pilot
for a given sea area and period.
3. Each person on board a vessel should have footwear having non-slip soles, to be worn
on board.
22.10 Noise
Attention is drawn to the second edition of the Code of Practice for Noise Levels in Ships
(Noise Code) published by HMSO in 1990 and Merchant Shipping Notice No. M.1415 - Code
of Practice for Noise Levels in Ships.
22.10.1 Vessels covered by this Code should meet the recommendations of the Noise Code
so far as is reasonable and practicable.
22.10.2 The Noise Code recognises that the scope for strict application of recommended
noise levels on small vessels is usually limited and deals with the means of protecting the
seafarer from the risk of noise-induced hearing loss under conditions where, at the present
time, it is not technically feasible to limit the noise to a level which is not potentially harmful.
Factors which are taken into account include voyages of short duration and vessels without
sleeping accommodation which are crewed on a shift basis.
22.10.3 For safe navigation, it is important that sound signals and VHF communications can
be heard, at the navigating position in normal operating conditions.
22.10.4 For machinery spaces, workshops and stores which are manned either continuously
or for lengthy periods, the recommended limits are 90dB(A) for machinery spaces and
85dB(A) for workshops and stores. For machinery spaces which are not intended to be
continuously manned or are attended for short periods only, the recommended limits are
110dB(A).
22.10.5 To indicate the need to wear ear protectors, BS 5378 - Safety signs, a sign with
symbol and supplementary warning notice should be displayed at all entrances to enclosed
spaces in which the noise level exceeds 85dB(A).
22.10.6 Annex 11 contains extracts from the Noise Code which indicate the maximum daily
noise doses for unprotected ears, based on dB(A) sound energy received and examples of
noise levels in different locations which may enable personnel to gauge potentially harmful
noise exposure.
23. Medical Stores

23.1 Medical stores should be carried in accordance with the requirements set out in a
Merchant Shipping Notice, currently MSN 1768 (M+F). This requires medical stores
according to the distance from shore that a vessel operates. For vessels in Area Categories
2,3,4,5 and 6 Category C stores are required, as listed in Annex 2. For vessels in Area
Category 1, Category B stores are required, and for Area Category 0, Category A stores are
required. For details of the requirements for Category A and B stores reference should be
made to MSN 1768 (M+F).
For vessels operating in categories O and 1, a full copy of MSN 1768 should be carried with
the medical stores. The notice can be obtained from the MCA website at www.mcga.gov.uk
or from any Marine Office. Vessels operating in all other categories need carry Annex 6 and
7 of that notice relating to the use of the stores themselves. The owners/managing agent
should retain a full copy at the shore base for checking purposes.
23.2 The notes to the MSN explain the flexibility available, under the MSN, in terms of the
selection of medicines and medical equipment to be carried. Where, because of the
particular type of vessel or operation, and based on a risk assessment and professional
medical advice, it is considered impractical or unsafe to carry a specific item, this may be
omitted. Where any item is omitted, this should be stated on the medical stores, with a note
indicating the specific item that is omitted and that its omission is based on risk assessment
and medical advice.
24. Tenders and Dinghies

24.1 When a ships tender or dinghy is provided (towed or carried by a vessel) it must be
clearly marked with the permissible maximum weight which can be safely carried and with
the name of the parent vessel.
24.2 All tenders or dinghies should be fit for the purpose intended, regularly inspected by
the owner/managing agent and maintained in a safe condition. An inflatable tender is not
required to meet the requirements for inflatable boats or rigid inflatable boats in Section 4.5.
24.3 It is strongly recommended that a sailing vessel should carry (or tow) one or more rigid
or inflatable tenders.
25. Requirements Specific to the Use of the Vessel

25.1 Sailing Vessel Features
25.1.1 Efficient storm sails should be carried which are capable of taking the vessel to
windward in heavy weather. Where one of the required storm sails is a foresail, and roller
furling gear and associated sails are fitted, a means of setting a separate taut luff storm jib
should be provided. Each storm weather jib shall have a means to attach the luff to a stay
independent of any luff groove device, which shall be permanently attached to the sail. Such
sails may use the taught luff of a furled sail.
25.1.2 Storm sails need not be provided for a vessel restricted to Area Categories 4, 5 and
6, which restrict operations to favourable weather and daylight.
25.1.3 The condition of spars and rigging should be periodically examined by a competent
person. The frequency of examination will depend on the nature of the rig and its use. As a
minimum, a detailed spars and standing rigging visual inspection should be carried out at
least once during the term of the certificate and a report presented to the Certifying
Authority. More frequent examinations may be considered necessary, at the discretion of the
Certifying Authority. Chain plates and their attachments to hull structure should be visually
examined at least every five years and more frequently if justified by usage.
25.2 Vessels Engaged in Commercial Towing
25.2.1 General
The requirements of this Section do not apply to vessels towing in an emergency situation.
25.2.1.1 Reference should be made to Section 11.7 for stability of vessels engaged in towing
and to Section 17 - Navigation Lights, Shapes and Sound Signals, for requirements for
towing and towed vessels.
25.2.1.2 In addition to the qualifications required by Annex 3, vessels of 80 GT and over,
engaged in towing, or assisting the handling, berthing or un-berthing of ships or other
floating objects over twice their displacement, shall be manned by suitably experienced
personnel, competent for the area and type of operation and size and type of the vessel.
25.2.1.3 For seagoing tows the owner/managing agent should consider the duration of the
tow with regard to safe manning requirements in accordance with Annex 3, paragraph 8.
25.2.1.4 The owner/managing agent should ensure that the skipper is aware and has copies
onboard the vessel of relevant Merchant Shipping Notices (MSN) which give guidance on
safety of vessels engaged in towing. Particular attention is drawn to the guidance provided
currently in MGN 199 (M+F) Dangers of Interaction. Due regard should be given to other
relevant Merchant Shipping Marine Guidance Notes (MGNs) which may be issued from time
to time, which give guidance on the safety of vessels which tow.
25.2.2 Towing arrangements
25.2.2.1 The design of towing gear should minimise the overturning moment due to the lead
of the towline.
25.2.2.2 The towing hook or towline should have a positive means of release which can be
relied upon to function correctly under all operating conditions.
25.2.2.3 The towing hook (or equivalent fitting) and the supporting structure should be
strong enough to withstand loads imposed during towing operations.
25.2.2.4 The release mechanism should be controlled from all conning positions and at the
hook itself. The local control at the hook should be of the direct mechanical type capable of
independent operation.
25.2.2.5 Towing arrangements should be appropriate to the task in hand and maintained to
ensure that they are in an efficient working condition.
25.2.3 Weathertight integrity
25.2.3.1 Doorways in superstructures, deckhouses and exposed machinery casings situated
on the weather deck and which enclose accesses to spaces below deck should be provided
with efficient weathertight doors. Weathertight doors should be secured in the closed
position when the vessel is towing and the doors should be marked clearly to this effect.
25.2.3.2 Machinery air intakes and machinery space ventilators which must be kept open
during towing operations should be served by means of high coaming ventilators as
protection from downflooding.
25.2.3.3 Generally, airpipes and ventilators should be kept as far inboard as possible and be
fitted with automatic means of closure when downflooding to the compartments served
would endanger the safety of the vessel.
25.2.4 The towed vessel or floating object
A vessel, pontoon, barge or floating object which is towed to sea from a place in the UK
should be surveyed and issued with an appropriate load line certificate for the towed voyage.
Certification for non-self-propelled vessels which make voyages under tow is permitted in
accordance with Section 25.5.
25.3 Cargo Carrying
25.3.1 When a vessel is engaged in carrying cargo all such cargo should be stowed and
secured in a manner which will not adversely affect the safe operation of the vessel.
25.3.2 Particular attention should be paid to the means for securing the cargo and the
strength of securing points, the free drainage of water from cargo stowed on open deck, safe
access in way of cargo stows and unobstructed visibility from the wheelhouse.
25.3.3 Cargo hatchways to dry cargo holds or spaces should be of an efficient weathertight
construction.
25.3.3.1 In general, a cargo hatch coaming should be not less than 760mm in height. Hatch
covers and coamings should be designed to withstand (without permanent deformation) a
hydrostatic load of not less than 1.5 tonnes/metre2 overall and associated buckling stress,
and be fitted with efficient means to be closed and secured weathertight to the coaming. In
any case, the coaming and hatch cover should be sufficiently strong to withstand the
hydrostatic loading and/or the loading due to cargo stowed on the hatch cover, whichever
loading is limiting.
25.3.3.2 Proposals for a cargo hatchway with a reduced coaming height or a flush hatch
should be subject to special consideration by the Certifying Authority and may be approved
when the safety of the vessel is judged to be at least equivalent to Section 25.3.3.1.
25.4 Vessels fitted with a Deck Crane or Other Lifting Device
25.4.1 Reference should be made to Section 11.6 for requirements for safety standards for
vessel stability during lifting operations.
25.4.2 Generally, a vessel fitted with a deck crane or other lifting device which will be used
when the vessel is at sea should be a decked vessel with a watertight weather deck in
accordance with Section 4.1.1 and 4.3.1.1 or be considered under Section 4.1.3.2.
Agreement should be obtained from the Administration for any proposal to fit a deck crane
or other lifting device on a vessel which is not a decked vessel.
25.4.3 The vessels structure, the crane or other lifting device and the supporting structure
should be of sufficient strength to withstand the loads that will be imposed when operating
at its maximum overturning moment and maximum vertical reaction.
25.4.4 Load tests and inspections to verify the safe operation of the crane or other lifting
device, its foundation and supporting structures should be carried out to the satisfaction of
the Certifying Authority. Tests should be conducted in accordance with a recognised
standard for the installation. Such tests should be repeated after modifications, including any
structural modifications, take place. A visual inspection of the crane or lifting device should
be carried out annually. Typically, the crane or other lifting device should be subjected to a
25% overload test. (In special circumstances a reduced overload may have to be accepted
but in no case should this be less than 10 %.) During the overload test, the hoist, slew and
luff performance should be tested at low speed, as appropriate. Tests for a variable loadradius type of crane or other lifting device should correspond to its rated performance (e.g.
load radius chart). Attention is drawn to the requirements of BS 7121: Part 2:2003 - Code of
Practice for Safe Use of Cranes. Inspection, Testing and Examination. Paragraph 17 - Cranes
on Water Borne Craft, has particular relevance to vessels certificated in accordance with this
Code.
25.4.5 An inclinometer (pendulum) should be provided onboard for guidance to the crane or
lifting device operator when controlling the lifting items of unknown weight.
25.4.6 A prominent clear notice should be posted on or near the crane or lifting device and
contain the following information and instructions:-
1. the maximum permitted load and outreach which satisfy the requirements of Section
11.6.3, or the safe working load (SWL), whichever is the lesser (operating
performance data, i.e. load radius performance chart for a crane or other lifting
device of variable loadradius type should be included as appropriate);
2. in order to satisfy the requirement of the Merchant Shipping (Hatches and Lifting
Plant) Regulations 1988 (SI 1639), any crane whose safe working load varies with
its operating radius is provided with a means of accurately determining the radius at
any time, clearly visible or accessible to the driver of the crane, showing the radius
of the load lifting attachments at anytime. Provision should be made to enable the
driver to ascertain the safe working load corresponding to that radius;
3. details of all openings leading below deck which should be secured weathertight; and
4. instructions for all personnel to be above deck before lifting operations commence.
25.4.7 Alifting system which incorporates counterbalance weight(s) should be specially
considered by the MCA.
25.4.8 The Certifying Authority should be satisfied that the safety of the vessel is not
endangered by lifting operations. Means should be provided for the efficient securing of
cargo and loose equipment onboard during lifting operations. Instructions on safety
procedures to be followed by the skipper should be provided to the satisfaction of the
25.4.9 It should be noted that the Merchant Shipping (Hatches and Lifting Plant) Regulations
1988 (SI 1639) are currently in the process of being revised in order to implement the
European Council Directives 89/655/EEC and 95/63/EC on the use of work equipment. The
Merchant Shipping and Fishing Vessel (Provision and Use of Work Equipment) Regulations
(PUWER) and Merchant Shipping and Fishing Vessel (Lifting Operations and Lifting
Equipment) Regulations (LOLER) are due for implementation during 2004/5 and operators of
equipment covered by these regulations should be aware of their requirements.
25.5 Non-Self-Propelled Vessel
25.5.1 General
25.5.1.1 It is permissible for a Small Commercial Vessel Certificate to be issued to cover the
transit voyages under tow of an unmanned non-self-propelled vessel or floating object of
defined rigid form. The valid life of the certificate should be decided by the Certifying
Authority but in no case should it exceed 5 years.
25.5.1.2 It is permissible for a Small Commercial Vessel Certificate to be issued to cover the
safety of a non-self-propelled vessel of defined rigid form which is a working platform for
equipment and/or power producing plant. The vessel should be assessed for compliance with
the parts of the Code which are appropriate to its commercial operation.
25.5.1.3 A vessel of defined rigid form includes a vessel which comprises an assembly of
separate units held together by an efficient engineered joining system appropriate to the
mode of operation of the vessel.
25.5.1.4 A vessel which has the capability of a jack-up to operate clear of the surface of the
water should be equipped and certificated to meet the requirements of the Health and Safety
Executive, when it is jacked up.
25.5.1.5 Asmall non-self-propelled vessel which is not covered by Section 25.5.1.1, 25.5.1.2
or 25.5.1.3 should be referred to the MCA for consideration of safety standards and
certification to be applied.
25.5.2 Stability
When the stability standards of Section 11 are not appropriate for assessment of a particular
small non-self-propelled vessel, the case should be referred to the Administration for
consideration of stability standards to be applied.
25.5.3 Freeboard
25.5.3.1 Generally, freeboard should be assigned in accordance with the Merchant Shipping
(Load Line) Regulations 1998.
An existing non-self-propelled vessel with a valid United Kingdom Load Line Exemption
Certificate but having an assigned freeboard less than that required by the Merchant
Shipping (Load Line) Regulations 1998 should be accepted for a Small Commercial Vessel
Certificate under the same conditions given on the Exemption Certificate. Load line marking
should be applied in accordance with Section 12.2.2.2 and 12.2.3 (but see Section 25.5.3.3).
25.5.3.2 An unmanned pontoon barge on which the freeboard deck is penetrated only by
small access openings which are closed by gasketed watertight covers should have freeboard
determined in accordance with the Merchant Shipping (Load Line) Regulations 1998 as if it
was a Type A ship and omitting any correction for minimum bow height. At the discretion
of the Certifying Authority, having due regard for safe voyages of the unmanned barge
under conditions which should be explicitly recorded on the Small Commercial Vessel
Certificate, the freeboard thus determined may be reduced by up to 25%.
25.5.3.3 No requirement is made for the provision of draught marks. In order that the
towing master can readily recognise change in the condition of the tow, the towed vessel
should be marked at the forward end with one or more white bars 2000mm in length and
150mm high (or alternative marking which is clearly visible from the towing vessel) to the
satisfaction of the Certifying Authority.
25.6 Vessel Engaged as a Pilot Boat
25.6.1 General
A vessel engaged as a pilot boat may be recognised as either a dedicated pilot boat which is
certificated as a pilot boat or a certificated Small Commercial Vessel which is engaged as a
pilot boat from time to time.
A pilot boat should be certificated, even if it does not operate at sea.
The requirements of the Code apply generally to all vessels. Requirements for a pilot boat
are, in certain matters of safety, either additional or alternative to the requirements of the
Code.
Under the Merchant Shipping (Small Commercial Vessels and Pilot Boats) Regulations 2004
the Secretary of State may exempt any pilot boat from any or all of the provisions of the
part of the regulations dealing with pilot boats. In granting an exemption, the Secretary of
State may do so on such terms (if any) as he may specify if he is satisfied that compliance
with such provision is either impracticable or unreasonable in the case of a pilot boat and
may, subject to giving reasonable notice, alter or cancel any such exemption. Applications
for exemption should be submitted through the Certifying Authority for a pilot boat to the
MCA for consideration. The MCA is empowered to grant exemptions on behalf of the
Secretary of State.
25.6.2 A small commercial vessel engaged as a pilot boat

25.6.2.1 ASmall Commercial Vessel engaged as a pilot boat from time to time should comply
with the Code as it applies to its duties as a small commercial vessel and, in addition,
comply with the requirements for a dedicated pilot boat which are marked with * in Section
25.6.3.
Such a vessel should be in possession of a Small Commercial Vessel Certificate which carries
a PILOT BOAT ENDORSEMENT.
25.6.2.2 In the event that the safety rail system required by * 22.4 of Section 25.6.3 is
considered to be inappropriate because of other measures provided to prevent persons on
deck from falling overboard (e.g. extent and height of bulwarks or rails), the Certifying
Authority should be satisfied that the provisions for the safe movement of pilots and other
persons on deck during transfers are adequate.
25.6.3 Dedicated pilot boat
A dedicated pilot boat should comply with the following requirements. The requirements
refer to the appropriate Sections of the Code.
*5.2.1.3 The normal means of access from the open deck to accommodation space provided
for the use of pilots should not be a forward facing weathertight door;
*5.4 Pilot boarding activities should be visible from the pilot boat helmsmans position.
Visibility should be adequate in both the vertical and horizontal planes;
5.4.8.3 Where a vessel is required to have efficient storm shutters for all front and side
facing wheelhouse windows, this can be moderated on the basis of recorded safe operating
experience of pilot boats in their particular area of operation;
*7.3 A pilot boat should not be fitted with a petrol engine;
*11 A seagoing pilot boat should carry an approved stability information booklet which
meets the requirements of Section 11.3.
Anon-seagoing pilot boat should undergo a heeling test in the fully loaded condition and be
demonstrated to meet the requirements of Section 11.4.
12 A dedicated pilot boat need not be marked with a freeboard mark;
*13 Pilot boats are to be provided with immersion suits for all persons on board, meeting
the requirements of 13.5.2.1, 13.5.2.2.
4 parachute white illuminating flares should be provided for emergency use in rescues at
night (the use of pyrotechnics must be considered having regard to the environment in
which the pilot boat is being operated e.g. where a flammable atmosphere could be
present);
6 red rocket parachute flares should be provided;
2 line throwing appliances (half a set) should be provided. This requirement may be waived
for pilot boats operating in categorised waters only, subject to a satisfactory risk assessment
by the operator.
*19.5 A searchlight should be provided which is permanently mounted so as to be capable
of illuminating the ships side in way of the pilot ladder or the sea area around the boat;
20 When the Code requirements for anchors and cables are considered excessive, the
competent harbour authority should seek the approval of the Certifying Authority for
alternative provisions appropriate to the size of vessel and its area of operation;
*21 For seagoing pilot boats, individual shock absorbent seating with headrests, footrests
and movable armrests should be provided for all members of the crew and the pilots to be
carried. Seat belts should be provided for the safety of seated passengers and crew. For
nonseagoing pilot boats, seating, commensurate with the vessels expected operating
conditions, should be provided for all passengers and crew;
*22 For the safe access of personnel, the minimum width of side deck inboard of the
bulwark or rails or toe-rail on new vessels should be 400mm but regard should be given to
the height and shape of adjacent superstructure or deckhouse. Side decks should be
adequately illuminated;
*22.4 An efficient, uninterrupted/continuous safety rail system for clip-on safety harnesses
should be provided. The system should allow the harness traveller to move freely and
without adjustment over the full length of the safety rail. The rail system, its attachment to
the vessel structure and the clip-on safety harnesses should be designed, constructed,
installed, tested and maintained to appropriate personal protective equipment standards, to
the satisfaction of the Certifying Authority;
*22.8 Rescue retrieval equipment should be provided as follows:-
1. transom steps and/or ladder or equivalent side ladder or scrambling net;

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

secured to one end;
3. efficient mechanical means for the retrieval of any person who falls overboard and
means to bring the person in the water to the retrieval point. Where practicable, the
arrangement should enable the person to be retrieved in the horizontal position, in
order to reduce the risk of heart failure associated with hypothermia;
The quality of materials, design and workmanship of construction of the mechanical
means of retrieval should ensure that it can be rapidly deployed and will operate
efficiently in an emergency. The efficiency of the equipment should be ensured by
regular maintenance and testing. (Functional tests are detailed in .6 below.);
4. all ladders and outside fittings such as overside steps or booms etc. should be of
suitable materials, design and workmanship. Such equipment should be rigged
onboard and inspected at regular intervals;
5. arrangements should be provided to protect a person in the water from injury by the
propeller(s). When it is impractical to fit a guard to the propeller(s), consideration
should be given to alternative measures such as the fitting of a drop down
gate/ladder to screen the propeller(s) or operational procedures which include the
means to stop the propeller immediately. (The arrangements should be approved by
the Certifying Authority for the pilot boat);
6. rescue retrieval equipment should be demonstrated by functional tests carried out
under controlled safe conditions, to the satisfaction of the Certifying Authority. The
functional tests should include a simulation of the pilot boat in the minimum manned
condition with the coxswain and deckhand onboard and the event when the
deckhand falls overboard and is recovered. (In this particular simulation, the
deckhand can be assumed to be conscious);
It is recommended that competent harbour authorities (or pilotage provider, in the absence
of a competent harbour authority) require manoverboard retrieval exercises to be conducted
by each pilot boat crew every 6 months;
23 In addition to the medical stores required by Section 23, a compact stretcher should be
carried on a pilot vessel.
*26 Subject to Marine Guidance Note MGN50 (M) - Manning of Pilot Boats:A pilot boat should be manned by a minimum of 2 adult persons, namely a coxswain, and a
deck hand who can assist the pilot when boarding or landing. The competent harbour
authority or owner(s)/managing agent(s) of the pilot boat should be satisfied as to the
competence and fitness for duty of these persons; and
All pilot boat crew members should:
1. hold a Proficiency in Medical First Aid Certificate issued by an MCA approved training
provider equivalent predecessor (i.e. Department for Transport First Aid Certificate);
or
2. hold a First Aid Certificate issued in accordance with regulation 3(2) of the Health and
Safety (First Aid) Regulations 1981 (SI 1981 No.917); or
3. have received training in emergency first aid in accordance with regulation 3(2) of the
Health and Safety (First Aid) Regulations 1981 (SI 1981 No.917) as described in
paragraphs 28 and 29 under Regulation 3(2) of the Health and Safety Commission
publication First Aid at Work - Approved Code of Practice (ISBN 0 11 885536 0);
A dedicated pilot boat should be issued with a pilot boat certificate.
26. Manning
26.1 General
26.1.1 A vessel should be safely manned.
26.1.2 The skipper of a vessel should ensure that each person onboard is briefed on safety
in accordance with the requirements given in Annex 7.
26.2 Vessels Other Than Those on Bare-Boat Charter/Hire/Lease
26.2.1 The qualifications of the skipper and, if appropriate, other members of the crew are
given in Annex 3.
26.2.2 The possession of a Certificate of Competency or Service should not, on its own, be
regarded as evidence of the ability to serve in a particular rank on a specific vessel. The
owner(s)/managing agent(s) must ensure that there are sufficient trained personnel on
board to work the vessel having due regard for the nature and duration of the voyage.
26.3 Vessels on Bare-Boat Charter/Hire/Lease
26.3.1 A vessel operating on bare-boat charter/hire as a pleasure vessel is not subject to the
safe manning conditions given in Annex 3.
26.3.2 The owner(s)/managing agent(s) of a vessel offered for bare-boat charter should
ensure that the skipper and crew of the vessel are provided with sufficient information about
the vessel and its equipment to enable it to be navigated safely. The owner(s)/managing
agent(s) should be satisfied that the bare-boat charter skipper and crew are competent for
the intended voyage or excursion. Details of handover procedures are given in Annex 8.
26.3.3 Where the person chartering the vessel intends to use the vessel for further
commercial work, the manning requirements fall within the manning requirements of Annex
3.
26.4 Vessels on Skippered Charter
The skipper of a vessel on skippered charter should ensure that each person on board is
briefed on safety in accordance with the requirements given in Annex 7.
26.5 Vessels with Lifting Gear and Winches Associated with Lifting
Owner(s)/managing agent(s) of vessel(s) should ensure that skippers, crew and operators of
winches and lifting gear are familiar with the stability issues detailed in Section 11.6 as
applied to the type of vessel being operated and the nature of the duties being undertaken.
26.6 Pilot Boats
Pilot Boats should be manned as specified in Section 25.6.3.26.
26.7 Single Handed Operations

Vessels undertaking single handed operations should be manned as specified in Section 7 of
Annex 3.
26.8 Manning of Training Vessels - Status of Trainees
A trainee is a person who is undergoing documented and structured training, who has no
safety critical responsibilities with regard to the operation of the vessel. In this instance a
formal safety induction, and familiarisation with the vessel, including use of lifesaving and
fire fighting equipment, would form part of the structured training. The trainee is to be
carried on the vessel to undergo training only, and he/she should not be an employee of any
other person or body, directly or indirectly concerned with any aspect of the operation of the
vessel. The carriage of trainees is also to be subject to agreement with the Administration.
Unless otherwise authorised by the Administration, no person under the upper limit of
compulsory school age can be regarded as a trainee. Any persons under such age should be
treated as passengers.
Trainees must be provided with accommodation, equipment, and provisions as detailed in
the Code with respect to passengers. The presence of any trainees onboard a vessel should
be documented in the vessels log or other appropriate documentation.
27. Procedures, Certification, Examination and Maintenance

27.1 Definitions
For the purpose of an examination:Authorised person means a person who by reason of relevant professional qualifications,
practical experience or expertise is authorised by the Certifying Authority chosen by the
owner/managing agent from those listed in the Code to carry out examinations required
under Section 27 of the Code.
Compliance examination means an examination of the vessel, its machinery, fittings and
equipment, by an authorised person, to ascertain that the vessels structure, machinery,
equipment and fittings comply with the requirements of the Code. Part of the examination
should be conducted when the vessel is out of the water. For vessels of similar type the
Certifying Authority may exercise discretion in carrying out the compliance examination
entirely out of the water.
Renewal examination means a similar examination to the Compliance examination except
that it may be conducted while the vessel is out of the water. The Certifying Authority should
decide the extent of the examination based on the type, age and history of the vessel and
may give credit for any recent and detailed competent examination of a vessel for which a
report is available.
Annual examination means a general or partial examination of the vessel, its machinery,
fittings and equipment, as far as can readily be seen, to ascertain that it had been
satisfactorily maintained as required by the Code and that the arrangements, fittings and
equipment provided are as documented in the Compliance Examination and Declaration
report form SCV2. The hull, shell fittings, external steering and propulsion components of
the vessel should be examined out of the water at intervals not exceeding 5 years. The
Certifying Authority may stipulate a lesser interval in consideration of hull construction
material or the age or the type and service of the vessel.
SCV1 - means the form for an Application for Examination of a vessel.
SCV2 - means the report form for a Compliance Examination and Declaration.
27.2 Requirements and Procedures for Vessels to be Examined and Certificated
27.2.1 Prior to entering into service, a vessel should be in receipt of a Small Commercial
Vessel Certificate for the vessel.
27.2.2 The owner/managing agent of a vessel, to be operated under the Code, should:-
1. choose a Certifying Authority and contact them to obtain a copy of their Application
for Examination form SCV1;
2. complete form SCV1 and return it to the Certifying Authority; and

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

27.3.1 The arrangements, fittings and equipment provided on the vessel are to be
documented on the Compliance Examination and Declaration report form SCV2. Upon
satisfactory completion and documentation of the compliance examination, and the required
declarations, a copy of the signed report form SCV2 should be forwarded to the Certifying
Authority. A signed and authenticated copy of the SCV2 form is to be retained onboard the
vessel. Where it is not reasonable to keep form SCV2 aboard, it may be retained on shore,
but must be made available if requested by any person in authority.
Where a vessel is required to have approved stability information, the owner/managing
agent must be in possession of an approved Stability Information Booklet before the
certificate is issued.
For all other vessels, the owner/managing agent should provide the Certifying Authority with
information necessary to confirm that the stability of the vessel meets the standard required
by the Code for the permitted area of operation.
27.3.2 Upon satisfactory review of the documented arrangements, fittings and equipment
provided in compliance with the Code, also the required declarations in the completed report
form SCV2 and approval as appropriate of either the Stability Information Booklet or
required stability information and fee payments, the Certifying Authority will issue the
certificate.
27.3.3 A certificate should be valid for not more than five years from the date of
examination of the vessel out of the water by the authorised person. For a newly constructed
vessel, built under full construction survey for the purposes of this Code, the certificate may
begin from the final in-water compliance survey. The certificate may be valid for a lesser
period of time as determined by the Certifying Authority. The certificate or a copy must be
available for inspection by users of the vessel.
27.3.4 In addition to the certificate, the Certifying Authority will issue annually an
identification disc to be prominently displayed and visible from outside the vessel. This will
act as a ready indication to vessel users and any inspectors that the named vessel has been
examined and issued with a certificate valid for the period of time stated on the disc.
27.4 Renewal and Annual Examinations
27.4.1 Renewal examination
27.4.1.1 The owner/managing agent should arrange for a compliance examination to be
carried out by an authorised person from the chosen Certifying Authority. At this
examination the vessel should be examined out of the water. Upon satisfactory completion
and verification that the arrangements, fittings and equipment documented in the
Compliance Examination and Declaration report form SCV2, remain in compliance with the
Code and that the vessel and its machinery are in a sound and well maintained condition,
the certificate in force should be endorsed to indicate a 3 month extension. Acopy of the
report recommending the renewal of the certificate should be sent to the Certifying
Authority.
27.4.1.2 The Certifying Authority should renew the vessels certificate if it is satisfied that
the arrangements, fittings, and equipment documented in the report form SCV2 are in
compliance with the Code.
27.4.2 Examination requirements other than compliance or renewal
27.4.2.1 The following table illustrates the survey regime applicable to all vessels.
Where:
AP = Authorised Person (see Section 27.4.2.2)
Self = Owner or managing agent (see Section 27.4.2.3)
OW = Out of water examination (see Section 27.4.2.5, except in the case of dedicated pilot
boats where this is an annual requirement, see Section 27.4.2.3)
I W = In water examination (see Section 27.4.2.4)
3yr = Intermediate Examination
For vessels satisfying more than one of the service types, the most onerous survey regime
will apply.
27.4.2.2 Annual examination by an authorised person
The owner/managing agent should arrange for an annual examination of a vessel as defined
in Section 27.1 to be carried out by an authorised person, on behalf of the Certifying
Authority, within 3 months either side of the anniversary date of the initial/renewal
examination, at intervals not exceeding 15 months. On satisfactory completion of the annual
examination, the authorised person should enter a record of the examination on the
Compliance Examination and Declaration report form SCV2 and report the results of the
examination to the Certifying Authority.
27.4.2.3 Annual examination by owner/managing agent
The owner/managing agent must carry out, or arrange for, an annual examination of a
vessel within 3 months either side of the anniversary date of the initial/renewal examination,
at intervals not exceeding 15 months, to confirm that the arrangements, fittings and
equipment provided on board are in a satisfactory condition and remain as documented in
the report form SCV2. Also that the vessel, its machinery, fittings and equipment are in a
sound and well maintained condition. In the case of a dedicated pilot boat and, under certain
circumstances a Small Commercial Vessel with Pilot Boat endorsement, the hull and
associated fittings are, additionally, to be examined out of the water.
The owner/managing agent is to enter a record of a successful examination on the form
SCV2 and report the results of the examination to the Certifying Authority. The
owner/managing agent should not complete details on the report form SCV2 if the
examination reveals that either the vessel, its machinery, fitting or equipment are not sound
or they do not comply with those documented in the Compliance Examination and
Declaration report form SCV2. The reasons for the owner/managing agent not being allowed
to enter details of the examination on the report form SCV2 should be reported immediately
to the Certifying Authority for action as necessary. Also, see Section 27.7.2.
27.4.2.4 In-water intermediate examination
An examination equivalent to the annual examination, detailed in Section 27.4.2.2, must be
carried out on behalf of the Certifying Authority by an authorised person at least once during
the life of the certificate, in order that the interval between successive examinations by an
authorised person does not exceed three years. The owner/managing agent must arrange
with the Certifying Authority for this examination to be carried out.
On satisfactory completion of the examination, the authorised person must enter a record of
the examination on the report form SCV2 and report the results of the examination to the
27.4.2.5 Out of water intermediate examination
Where an intermediate examination is required to be out of the water, the examination is to
be as an in-water intermediate examination, with the vessel to be additionally examined out
of the water.
27.4.2.6 Additional requirements
Where it is deemed necessary by the authorised person or Certifying Authority, the vessel
may need to be examined out of the water at intervals of less than five years, paying special
attention to the exterior hull condition, through-hull valves, and exterior rudder and
propulsion equipment.
27.4.3 Additional requirements for inflatable and rigid inflatable boats
For additional testing requirements specific to inflatable and rigid inflatable boats refer to
section 4.5.3.
27.5 Examination and Certification of Pilot Boats
27.5.1 Issue of a Pilot Boat Certificate, or Small Commercial Vessel Certificate with Pilot Boat
Endorsement
27.5.1.1 The competent harbour authority or the owner/managing agent should arrange for
a dedicated pilot boat to be examined by an authorised person at intervals not exceeding 3
years.
27.5.1.2 An application for the examination of a pilot boat should be made by the competent
harbour authority or the owner/managing agent of the boat to the Certifying Authority.
27.5.1.3 On receipt of the application, the Certifying Authority should arrange for an
authorised person to examine the vessel in the manner prescribed in the Code and satisfy
himself that:-
1. the form of construction, machinery installation and safety equipment is consistent

with the standards specified in the Code; and
2. the vessel is in all respects satisfactory for the service for which it is intended, having
regard to the period for which the Pilot Boat Certificate or Small Commercial Vessel
Certificate with Pilot Boat Endorsement is to be issued.
27.5.1.4 Propeller shaft(s) (other than shaft(s) running in oil) should be drawn for
examination at the initial survey and, thereafter, at intervals not exceeding 3 years.
Propeller shafts running in oil should be withdrawn for examination at intervals not
exceeding 10 years, provided that an intermediate examination shows that wear has been
insignificant.
The authorised person should record all examinations on the form of record of particulars of
a pilot boat or form of compliance examination and declaration of a small commercial vessel,
as appropriate.
27.5.1.5 When survey repairs, replacements or modifications are undertaken, the authorised
person should make records of them on the form of record of particulars of a pilot boat or
form of compliance examination and declaration of a small commercial vessel, as
appropriate.
27.5.1.6 The authorised person, if satisfied from the examination that it is proper to do so,
should forward to the Certifying Authority the completed forms containing such particulars of
the vessel and its equipment as are required to enable the Certifying Authority to issue a
pilot boat certificate or make a pilot boat endorsement on a small commercial vessel
certificate, together with a certified copy or copies of certificates issued in respect of the
vessel.
27.5.2 Pilot boat certificate and pilot boat endorsement of a small commercial vessel
certificate
27.5.2.1 A Pilot Boat Certificate for a dedicated pilot boat, unless the vessel, its machinery
or safety equipment is found to be deficient, should have a period of validity not exceeding 5
years from the date of examination of the vessel out of the water by the authorised person.
27.5.2.2 The Pilot Boat Endorsement of a Small Commercial Vessel Certificate should have a
period of validity not exceeding 5 years (see 27.3.3), unless the vessel, its machinery or
safety equipment found to be deficient.
27.5.2.3 The Pilot Boat Certificate or Small Commercial Vessel Certificate with Pilot Boat
Endorsement should be displayed in a prominent position within the vessel, and a certified
copy of the certificate should be retained by the competent harbour authority, and, where
appropriate, by the owner/managing agent of the boat.
27.5.3 Intermediate examination of a dedicated pilot boat
27.5.3.1 The competent harbour authority or the owner/managing agent of a dedicated pilot
boat should arrange for the boat to undergo an intermediate examination, which should take
place not more than 3 months before nor more than 3 months after the halfway date of the
period of validity of the Pilot Boat Certificate.
27.5.3.2 The authorised person should examine the boat in the manner prescribed for an
annual examination and be satisfied that:-
1. such parts of the vessel, its machinery and equipment as are specified in the Code
and are subject to the survey, remain in good working condition; and
2. no major alterations have been made to the vessel, its machinery or equipment, to
which the Pilot Boat Certificate relates, without the approval of the MCA.
27.5.3.3 On completion of a satisfactory intermediate examination, the authorised person

should endorse the Pilot Boat Certificate accordingly.
27.5.4 Annual examination by owner/managing agent

For details of the annual examinations for dedicated pilot boats, see section 27.4.2.3
27.5.5 Procedure if a pilot boat, its machinery or safety equipment is deficient
27.5.5.1 When an authorised person determines that the condition of a pilot boat, its
machinery or equipment does not correspond substantially with the requirements in the
Code or is such that the vessel is not fit for service, he should advise the competent harbour
authority and, where appropriate, the owner/managing agent of the boat of the corrective
action which is required.
27.5.5.2 If a pilot boat is not fit for service, the authorised person should notify the MCA and
if any corrective action deemed to be required is not taken within a specified period, the
MCA will suspend the validity of the certificate for the pilot boat, and notify the competent
harbour authority in writing. The authorised person should notify the skipper of the vessel
and, where appropriate, the owner/managing agent of the vessel.
27.5.5.3 The skipper of the vessel and, where appropriate, the owner/managing agent of the
vessel should deliver up to the authorised person, respectively, the certificate and certified
copy of the certificate. The competent harbour authority should deliver up the certified copy
of the certificate to the MCA.
27.5.5.4 When satisfied that corrective action has been taken, the authorised person should
notify the MCA who should restore the validity of the certificate, notify the competent
harbour authority and return the certified copy of the certificate to that authority. The
authorised person should return the certificate and certified copy of the certificate,
respectively, to the skipper of the vessel and, where appropriate, the owner/managing agent
of the vessel.
27.5.6 Exemptions for pilot boats (see 25.6.1)
The MCA, acting on behalf of the Secretary of State, may exempt a pilot boat from all or any
of the requirements of the Code as may be specified in the exemption on such terms (if any)
as may be specified if the MCA is satisfied that compliance with such requirements is either
impracticable or unreasonable in the case of that pilot boat and may, subject to giving
reasonable notice, alter or cancel any such exemption.
27.6 Appeal Against the Findings of an Examination
If an owner/managing agent or competent harbour authority is dissatisfied with the findings
of an examination and agreement can not be reached with the authorised person who
carried out the examination, the owner/managing agent or competent harbour authority
may appeal to the Certifying Authority to review the findings. At this review, the
owner/managing agent or competent harbour authority may call a representative or
professional adviser to give opinions in support of the argument against the findings of the
examination.
Should the above procedures fail to resolve the disagreement, the owner/managing agent or
competent harbour authority may refer the disagreement to the Director of Standards
Division of the MCA.
27.7 Maintaining and Operating the Vessel
27.7.1 The vessels Certifying Authority and the MCA may examine a certificated vessel at
any time.
27.7.2 It is the responsibility of the owner/managing agent to ensure that at all times a
vessel is maintained and operated in accordance with the requirements of the Code, the
arrangements as documented in the Compliance Examination and Declaration report form
SCV2 and any conditions stated on the vessels certificate. Additionally, it is the
responsibility of the owner/managing agent to ensure that the vessel is maintained in
accordance with manufactures recommendations or best engineering practice. If for any

reason the vessel does not continue to comply with any of these requirements, the
owner/managing agent should notify the Certifying Authority immediately. Also see Section
27.8.3.
27.7.3 In cases where the vessel suffers major damage, for example as a result of a
collision, grounding, fire or other event, the owner/managing agent must notify the
Certifying Authority immediately, explaining the circumstances by which the vessel became
damaged. The nature and extent of major repairs are subject to the approval of the
Certifying Authority. Minor damage, detrimental to the safety of the vessel, must also be
reported to the Certifying Authority, together with the measures proposed to effect repairs,
who may take action as it may deem appropriate which may include a full or part
examination of the vessel. In addition, the owner/managing agent has a statutory
requirement to report accidents. The statutory requirements are given in the Merchant
Shipping (Accident Reporting and Investigation) Regulations 1999 SI 1999/2567. Marine
Guidance Note MGN115 (M+F) explains the Regulations and the requirement to report
accidents to the Department for Transport.
27.7.4 The owner/managing agent should seek approval from the Certifying Authority prior
to implementing any change or modification which is covered by the requirements of the
Code.
27.8 Other Conditions Applying to Certificates - Validity and Cancellation of
Certificates
27.8.1 The validity of a certificate is dependent upon the vessel being maintained, equipped
and operated in accordance with the documented arrangements contained in the Compliance
Examination and Declaration report form SCV2. Proposals to change any of the
arrangements should therefore be agreed in writing with the Certifying Authority before a
change is implemented. Copies of the written agreement detailing changes(s) should be
appended to the report form SCV2, which is to be retained on board the vessel.
27.8.2 When the vessel is found not to have been maintained or equipped or operated in
accordance with the arrangements documented in Compliance Examination and Declaration
report form SCV2, the certificate may be cancelled by the Certifying Authority which issued
the certificate.
27.8.3 When a vessel is sold, the certificate issued by the Certifying Authority on the basis of
the compliance examination and owners declarations documented in the Compliance
Examinations and Declaration report form SCV2 is cancelled automatically and the selling
owner/managing agent should return the certificate to the Certifying Authority for formal
cancellation and records, Anew certificate may be issued to the new owner on receipt by the
Certifying Authority of the appropriate application form completed by the new owner. The
Certifying Authority should decide the extent of any examination, if any, of the vessel which
may be required before a new certificate is issued.
The MCA Code Vessel Safety Branch should be informed, by the Certifying Authority, when a
certificate is issued, renewed, cancelled or modified. When a certificate is cancelled, the
circumstances should also be reported, for action to be taken as deemed necessary.
27.8.4 The owner of a vessel may transfer to another Certifying Authority at any time after
the vessel has been accepted on the register. It is for the Certifying Authority to decide if it
should refund any portion of the fees already paid. On transfer of a vessel, the outgoing
Certifying Authority shall provide information to the receiving Certifying Authority of the
status of declarations, examination and inspections; particularly with regard to any areas
where the vessel may be deficient or a dispute exists. The unique number allocated by the
first Certifying Authority is not to be changed.
28. Vessels Operating under Race Rules

28.1 A coded vessel chartered or operated commercially, for the purpose of racing need not
comply with the provisions of the Code whilst racing, or whilst in passage directly to or from
a race, provided that the vessel complies with the following:-
1. It complies with the racing rule provisions of either the International Sailing
Federation (ISAF) or the Union Internationale Motonautique (UIM).
2. It complies with the racing rule provisions of the affiliated Member National Authority,
of either the ISAF or UIM, in the country where the race takes place.
3. It complies with the safety rule provisions of the race Organising Authority affiliated to
the Member National Authority and thereby recognised by the ISAF or UIM to
organise races in the country where the race takes place.
4. If it is a yacht racing offshore, it complies with the appropriate parts of the ISAF
Offshore Racing Committees special regulations or the similar requirements of the
affiliated race Organising Authority.
5. When on charter and in passage in any Area Category to and from the race, the race
or equivalent safety cover shall be in force, or the vessel is to be in its coded
condition for the passage.
28.2 Anon-Coded vessel may be chartered or operated commercially for the purpose of
racing, or whilst in passage directly to or from a race, provided that it is registered and
licensed by an ISAF or UIM affiliated Member National Authority as a vessel chartered or
operated commercially for the exclusive purpose of racing and provided the vessel also
complies with the provisions of 28.1.1 to 28.1.5.
The ISAF or UIM affiliated Member National Authority shall only register and licence such a
vessel for World, Continental, National, Open or other similar status race events and shall
advise the MCA accordingly. Non-coded vessels shall not be chartered nor used commercially
for any other purpose than racing, as defined in 28.1.
28.3 The relief from compliance with the provisions of the Code which is permitted by
Section 28.1 and 28.2, does not apply to a vessel taking part in an event created and
organised with the intent to avoid the provisions of the Code.
Notes:
1. Only clubs recognised by an ISAF Member National Authority (MNA) may use the ISAF
racing rules. In the UK this means a club affiliated as a club to the RYA. (This does not
include RYA recognised teaching establishments).
2. The UIM racing rules require all racing drivers to have been licensed by a UIM MNA. In the
UK, the RYA issues such licences, which require pre medical examinations and minimum
levels of past experience.
3. All legitimate races are required, by the ISAF or UIM rules, to have been pre-advertised
by means of a Notice of Race and be controlled by Sailing or Race Instructions. The
minimum provisions for these are set out in the ISAF and UIM racing rules.
4. The exemption related in Section 28.2 above is intended to facilitate situations where, for
example, an overseas team, unable to transport their own boat to an event because of
distance, may charter a local, non coded, boat to enable them to compete.
29. Clean Seas

29.1 General
29.1.1 A vessel complying with the Code should meet international, national, regional and
local requirements for the prevention of marine pollution which are applicable to the area in
which the vessel is operating.
29.1.2 Responsibility for the vessel to be properly equipped and maintained to meet the
requirements prevailing rests with the owner/managing agent.
29.1.3 It is also the responsibility of the owner/managing agent to ensure that a charterer of
a vessel receives up-to-date and adequate information on prevention of pollution in the area
in which the charterer intends to operate. The information may include the need to seek
advice from local or harbour authorities, for which contact points should be given.
29.1.4 The disposal of ship generated waste to port reception facilities is regulated in the UK
through the Merchant Shipping and Fishing Vessels (Port Waste Reception Facilities)
Regulations 2003/1809. Further guidance on the applicability of these regulations can be
found in MGN 253 and the Port Waste Management Planning A Guide to Good Practice
booklet available from Marine Offices. Vessels should ensure they manage their wastes in a
sustainable manner and fulfil the applicable requirements (if any) of these regulations
29.2 Requirements for Preventing Pollution of the Sea
29.2.1 Sewage
29.2.1.1 When the direct overboard discharge from a water closet is prohibited by
administrations/authorities in an area of operation, the provision of holding tanks of
sufficient capacity to store waste for discharge to shore facilities may be needed for a vessel
to comply.
29.2.1.2 There are two standard pump out connections, ISO 8099 which is a one and a half
inch pipe thread (in accordance with ISO 228-1) and MARPOL which is a 16mm thick flange
having four 18mm diameter holes on a 170mm pitch circle diameter.
29.2.1.3 If sewage holding tanks are fitted they should be constructed with a sloping bottom
arranged such that the outlet is at the lowest point. Ventilation arrangements should be
routed well clear of accommodation and sleeping quarters. Outlets from ventilation should
not be near ventilation or machinery inlets and should not pose a danger to other vessels
alongside. Tanks should be manufactured from material not susceptible to corrosion in
anaerobic decomposition conditions.
29.2.1.4 The UK is in the process of transposing the revised Annex IV of MARPOL into
national legislation. This will implement requirements for vessels over 400GT, or vessels of
less than 400GT certified to carry 15 or more persons
29.2.2 Garbage
29.2.2.1 The disposal of garbage into the sea is prohibited by the Merchant Shipping
(Prevention of Pollution by Garbage) Regulations 1998, SI 1998 No 1377. Arrangements for
the retention of garbage on board and for discharge to shore facilities should be provided.
Arrangements should be varied as necessary to comply with special requirements which may
be applied by administrations/authorities in the area in which a vessel operates. Reference
should be made to Merchant Shipping Notice MSN No. 1720.
29.2.3 Oil
29.2.3.1 The Merchant Shipping (Prevention of Oil Pollution) Regulations 1996, SI 1996 No.
2154, explain the extent to which a vessel operating in accordance with this Code should
comply with the Regulations. Guidance and aditional information is provided in Annex 6.
29.2.3.2 MARPOL 73/78 Annex 1, Guidelines for Systems for Handling Oily Wastes in
Machinery Spaces of Ships. The guidelines apply to ships of which the keels were laid on or
after 1 January 1992.
29.2.3.3 Means to prevent pollution by oil should be acceptable to
administrations/authorities in the area in which a vessel operates.
29.2.3.4 Merchant Shipping Notice No. 1197 provides information on additional recording
and documentation.
29.2.4 Use of Antifouling Paints
29.2.4.1 On the 5th October 2001 the International Maritime Organization adopted the
International Convention on the Control of Harmful Anti-Fouling Systems on Ships. This
Convention prohibits the use of environmentally harmful organotins (for example Tributyl
Tin) in antifouling paints applied on ships and prevents the possible use in the future of
other harmful substances in anti-fouling systems.
29.2.4.2 The application of Organotin compounds has been prohibited since 1st January
2003 and they will be completely banned from 1st January 2008. An EU regulation on The
Prohibition of Organotin compounds on Ships (EC 782/2003) has been developed and the UK
is in the process of drafting legislation to bring the provisions of the Convention and
Regulation into effect which should be in place during 2005. For ships less than 24 metres in
length it is not necessary to provide for a specific survey or declaration.
30 Packaged Dangerous Goods

30.1 Governing Statute
The carriage of dangerous goods is only permitted in accordance with the Merchant Shipping
(Dangerous Goods and Marine Pollutants) Regulations 1997 (Statutory Instrument 1997 No
2367), excluding goods covered by PART III - Carriage of Dangerous Goods or Marine
Pollutants in Bulk.
30.2 Ship Stores
Ship stores, which are dangerous goods but carried for use during the voyage are exempt
from the requirements of this Section, but should be appropriately used and stowed.
1. Dangerous goods are only to be carried on deck.

2. Reference should be made to the Administration for vessels wishing to carry both
dangerous goods and passengers.
3. The stowage and segregation requirements of the International Maritime Dangerous

Goods (IMDG) Code should apply.
4. When required, packaged dangerous goods shall be in United Nations approved

packaging.
30.4 Scuppers and Drains

The scupper and drainage arrangements are to be directed overboard with no connections to
internal spaces.
30.5 Electrical Equipment
Electrical equipment installed in the cargo space should be of the certified safe type for the
cargo being carried or be capable of being securely isolated and be isolated during the
carriage of packaged dangerous goods.
30.6 Structural Fire Protection
Bulkheads forming boundaries containing fuel tank and engine spaces are to be insulated to
A-60 standard unless the dangerous goods are stowed three metres from such bulkheads
and boundaries.
30.7 Fire Fighting Equipment
30.7.1 There should be an immediate availability of water from the fire main such as an
engine driven fire pump and, in addition, from a manual fire pump. The two pumps will be
required when carrying Class 1 dangerous goods only. Each pump shall be capable of
supplying the hoses and nozzles, required in accordance with the Code.
30.7.2 At least two portable dry powder extinguishers each rated at least at 34B are to be
provided and be readily available to the cargo area.
30.8 Crew Training

The crew should undergo training in the carriage of dangerous goods and the IMDG Code,
and records kept of the training undertaken.
30.9 Vessel Certification
30.9.1 Prior to dangerous packaged goods being carried, the vessel should be surveyed and
shown to be suitable for the carriage of packaged dangerous goods.
30.9.2 Upon successful completion of a survey, a Document of Compliance will be issued to
the vessel indicating the Class of goods that can be carried with a list of equipment fitted.
30.10 Cargo Documentation
30.10.1 When packaged dangerous goods are carried, details of the emergency fire fighting
equipment and First Aid medical procedures should be provided onboard, with additional
equipment if required under the IMDG Code, to ensure that if an emergency occurs, it can
be dealt with effectively.
30.10.2 When carrying packaged dangerous goods, a full manifest of the cargo shall be
retained ashore by the Code vessels owner, or designated person, in case of an incident.
This person ashore should have a list of contact numbers for the emergency services and
relevant manufacturers/suppliers of the dangerous goods. The designated person should be
employed by the Code vessels owner and be aware of the details of the voyage.
30.11 Permitted Packaged Dangerous Goods
30.11.1 A restricted list of dangerous goods, as contained in the IMDG Code, will be
permitted:-
1. Class 1 Explosives - when carrying military explosives a qualified military or explosive
expert should be present when explosives are being loaded, carried and unloaded;
2.1 - permitted
2.2 - permitted
2.3 - prohibited;
3 Substances - the size of the container carrying Class 3 products will be limited
to 30 litres;
6. Class 4 Substances - prohibited;
8. Class 6.1 Substances - packing group III substances only with a limit of 30 litres and
30 Kg;
9. Class 6.2 Substances - prohibited;
11. Class 8 Substances - packing group I and II substances prohibited, packing group
III substances restricted to 30 litres max; and
12. Class 9 Substances - permitted subject to container capacity, 30 litres liquid, and 30
kg weight.
2. Class
3. Class
4. Class
5. Class
30.11.2 Although the above table restricts the carriage of certain classes of dangerous
goods, when these goods are carried in Limited Quantities as laid down in the IMDG Code,
the restrictions do not apply, and the goods may be carried.
30.11.3 Should an operator want to carry prohibited packaged dangerous goods on a regular
basis, then a submission, with a safety assessment, should be submitted to the MCA via the
Certifying Authority for consideration. If agreed, the Document of Compliance will be
amended accordingly. This may involve the carriage of additional safety equipment. The
assessment procedure should be discussed with the MCA before proceeding.
Informative Note
The title of the dangerous good classes is given below - for in depth descriptions the IMDG
Code should be consulted.
Class 1 Explosives
Class
Class
Class
Class
2 Gases
2.1 Flammable gases
2.2 Non-flammable, non-toxic gases
2.3 Toxic gases
Class 3 Flammable Liquids

Class 4 Flammable solids; substances liable to spontaneous combustion; substances which,
in contact with water emit flammable gasses
Class 4.1 Flammable solids
Class 4.2 Substances liable to spontaneous combustion
Class 4.3 Substances which, in contact with water, emit flammable gases
Class 5 Oxidising substances and organic peroxides
Class 5.1 Oxidizing substances
Class 5.2 Organic peroxides
Class 6 Toxic and infectious substances
Class 6.1 Toxic substances
Class 6.2 Infectious substances
Class 7 Radioactive material
Class 8 Corrosive Substances
Class 9 Miscellaneous dangerous substances and articles
ANNEX 1
EXTRACT FROM MGN 105 (M)
GUIDELINES ON THE USE AND FITTING OF RETRO-REFLECTIVE MATERIALS
ON LIFE-SAVING APPLIANCES
1. Lifeboats and Rescue Boats
Retro-reflective materials should be fitted on top of the gunwale as well as on the outside of
the boat as near the gunwale as possible. The materials should be sufficiently wide and long
to give a minimum area of 150cm2 and should be spaced at suitable intervals
(approximately 80cm from centre to centre). If a canopy is fitted, it should be allowed to
obscure the materials fitted on the outside of the boat, and the top of the canopy should be
fitted with retro-reflective materials similar to those mentioned above and spaced at suitable
intervals (approximately 80cm from centre to centre). In the case of partly enclosed or
totally enclosed lifeboats, such materials should be placed as follows:
1. for detection by horizontal light beams - at suitable intervals at half the height
between the gunwale and the top of the fixed cover; and
2. for detection by vertical light beams (e.g. from helicopters) - at suitable intervals
around the outer portion of the horizontal (or comparable) part of the top of the
fixed cover;
3. retro-reflective materials should also be fitted on the bottom of lifeboats and rescue
boats which are not self-righting.
2. Liferafts
Retro-reflective materials should be fitted around the canopy of the liferaft. The material
should be sufficiently wide and long to give a minimum area of 150cm2 and should be
spaced at suitable intervals (approximately 80cm from centre to centre) at a suitable height
above the waterline, doorways included, if suitable. On inflatable liferafts, retro-reflective
materials should also be fitted to the underside of the floor, cross-shaped in the centre. The
dimension of the cross to be half the diameter of the liferaft, and a similar cross should be
applied to the top of the canopy.
On liferafts which are not equipped with canopies, materials which should be sufficiently
wide and long to give a minimum area of 150 cm2 should be attached to each buoyancy
chamber at suitable intervals (approximately 80cm centre to centre) in such a manner that
they are visible both from the air and from a ship.
3. Lifebuoys
Retro-reflective material of a sufficient width (approximately 5cm) should be applied around
or on both sides of the body of the lifebuoy at four evenly-spaced points.
4. Buoyant Apparatus
Buoyant apparatus should be fitted with retro-reflective materials in the same manner as
liferafts without canopies, always depending on the size and shape of the object. Such
materials should be visible both from the air and from a ship.
5. Lifejackets
Lifejackets should be fitted with patches of retro-reflective materials with a total area of at
least 400cm2 distributed so as to be useful for search from air and surface craft from all
directions. In the case of a reversible lifejacket, the arrangement should be complied with no
matter which way the lifejacket is put on. Such material should be placed as high up on the
lifejacket as possible.
6. Immersion Suits
Immersion suits should be fitted with patches of retro-reflective material with a total area of
at least 400cm2 distributed so as to be useful for search from air and surface craft from all
directions. For an immersion suit that does not automatically turn the wearer face up, the
back of the suit should be fitted with retro-reflective material with a total area of at least
100cm2.
7. General Remarks
The reflective tape used should be wheelmarked (although the wheelmark need not appear
on the tape itself).
ANNEX 02
MEDICAL STORES FOR CODE VESSELS IN AREA CATEGORIES 2, 3, 4, 5 AND 6
CATEGORY C STORES, AS REQUIRED BY MSN 1768 (M+F)
Code Vessels in Area Category 1 require Category B Stores
Code Vessels in Area Category O require Category A Stores
See MSN 1768 (M+F) for details
*The numbering refers to the number allocated to the medicine or equipment in EC Directive
92/29
MEDICAL EQUIPMENT
First Aid Instructions or a First Aid Manual (St Johns, Red Cross or St Andrews) should also
be included with the Medical Stores.
ANNEX 3
THE MANNING OF SMALL VESSELS
This Annex gives information relating to the manning and operation of small vessels in
commercial use as follows:
Section 1 - Areas of Application
Section 2 - Minimum Qualifications of the Person in Charge of the Vessel and the Additional
Person
When Required To Be Carried
Section 3 - Revalidation of Certificates & Licences
Section 4 - Approved Engine Course
Section 5 - Stability and Approved Stability Course

Section 6 - Pilot Boats
Section 7 - Single Handed Operations
Section 8 - Responsibility of the Owner/Managing Agent for the Safe Manning of the Vessel
Section 9 - Keeping a Safe Navigational Watch
Section 10 - Withdrawal of Certificate
General
Vessels to which this Code applies and which comply with its requirements, will be exempt
from the need to comply fully with the Merchant Shipping (Training and Certification)
Regulations 1997, SI 1997 No. 348, as amended and the Merchant Shipping (Safe Manning,
Hours of Work and Watchkeeping) Regulations 1997, SI 1997 No.1320 provided the
manning of the vessel is in accordance with the standards given in paragraph 2 below when
operating in the areas described in paragraph 1 below.
1. Areas of Application
Commercially operated vessels operating within the following areas should carry at least the
qualified personnel shown in Section 2 below:-
2. Minimum Qualifications of the Person in Charge of the Vessel (Skipper) and of

the Additional Persons Required to be Carried on Board
2.1 General
2.1.1 All Certificates and Licences of Competency or Service are to be appropriate to the
type of vessel in which they are used.
2.1.2 Any person appointed as a skipper must be a minimum age of 18 years.
2.2 Endorsement of Certificates
RYA certificates of competency and/or service and other MCA recognised Yachtmaster
certificates should carry the endorsement - valid for vessels of up to 24 metres in length
used for commercial purposes.
2.3 Qualifications Required
Avessel should be manned in accordance with Tables 1, 2 and 3 of this Annex. Qualification
differing from those tabled, but of equal standing or specialist application (e.g. Sailing Barge
Masters Certificate), will be considered.
2.4 Controllers of Organised Activities
The controllers of organised activities such as Sailing Schools may submit alternative
Qualifications to those listed above. Any such submissions to the MCA will be considered
upon their merits.
2.5 Radio Qualifications
Every vessel should carry at least one person holding a Radio Operators Certificate suitable
for the radio equipment on board.
2.6 Medical Fitness Certificates
2.6.1 The skipper and anyone else who is employed on board and who has safety
responsibilities should hold an authorised medical fitness certificate. The standard medical
fitness certificate for anyone employed at sea is the seafarers medical certificate (ENG1),
available subject to a satisfactory medical examination, from an approved doctor appointed
by the Secretary of State, listed in a Merchant Shipping Notice (currently MSN 1777(M)), or
on the MCAs website (www.mcga.gov.uk). This medical certificate is acceptable for any area
of operation (unless it includes a specific restriction) and is valid for a maximum of two
years, in line with international requirements.
2.6.2 For those employed on small commercial vessels that operate no further than 60 miles
from a safe haven (Area Categories 2, 3, 4, 5, and 6) the alternative ML5 certificate is
acceptable. The ML5 certificate is attached to the ML5 report and may be issued by any
registered medical practitioner on the basis of a satisfactory ML5 report. An ML5 certificate is
valid for no more than 5 years. The ML5 report form is available from any MCA Marine
Office, or may be downloaded from MCAs website (www.mcga.gov.uk)
(Note - Additional guidance on both ENG1 and ML5 certificates can be found in Marine
Guidance Note 264)
2.6.3 As an alternative to Section 2.6.2, for vessels operating no further than 60 miles from
a safehaven, the following will be accepted as evidence of medical fitness:CAA commercial pilots licence,
HSE diving medical certificate,
DVLA Group 2 Drivers Licence.
The following conditions will also apply:
1. the validity of the evidence of medical fitness would be that of the validity of the
parent licence, e.g. one year in the case of a CAA commercial pilots licence.
2. in the case of the HSE diving medical and the DVLA Group 2 licence, evidence of
satisfactory colour vision will be required.
3. in the case of the above-named equivalent medicals, a declaration will be required,
signed by the applicant confirming the following:i) the contact details of the examining doctor, their consent for the MCA to obtain
further medical information if required, and the date of the examination; and
ii) that they have not had any medical conditions requiring hospital admission,
regular prescribed medication, or continuing medical surveillance, since the
alternative medical was carried out; and
iii) that they have no conditions limiting strength, stamina, or flexibility, such that
they could not cope with emergencies on board, such as recovering someone who
has fallen overboard or fighting a fire; and
iv) that they will seek revised medical fitness certification and submit this to the
Administration if the licence accepted as evidence of medical fitness is revoked for

any reason, or if they suffer any illness or accident affecting their fitness to operate
the vessel, during the period of the licence/certificate.
2.7 Basic Sea Survival Course
Skippers of vessels to which the Code applies should hold an approved Basic Sea Survival
Course Certificate.
2.8 First Aid Training
The skipper or a member of the crew of vessels which operate in Area Category 2, 3, 4, 5 or
6 should hold an MCA approved Elementary First Aid Certificate (or the First Aid at Sea
certificate or Medical First Aid certificate), an RYA First Aid Certificate, or a SeaFish Basic
First Aid Certificate, provided use of the medical stores is covered in the course. Skippers of
vessels operating in Area Category 0 or 1 should hold a Proficiency in Medical Care
Certificate (or its predecessor, the Ship Captains Medical Certificate) unless another
member of the crew holds a medical or nursing qualification of an equivalent or a higher
standard. The skipper or nominated first-aider should undertake refresher training at least
every five years.
2.9 Hours of Work Provisions
2.9.1 Fatigue at sea is a serious safety issue and operators should ensure that all vessels
certificated under the Code are sufficiently manned to avoid the need to work excessive
hours. The skipper is responsible for ensuring, so far as is reasonably practicable, that
he/she and all crew members are properly rested when they begin work and obtain
adequate rest when not on duty. The minimum hours of rest for anyone employed on board
should be not less than:-
1. ten hours in any 24-hour period; and

2. 77 hours in any seven day period.
2.9.2 These limits should be observed, although exceptions are allowed so long as they are
agreed between the skipper and crew members, and provided that their health and safety,
and the safety of the vessel, are not compromised. Such exceptions may take account of
more frequent or longer leave periods or the granting of compensatory leave for
watchkeeping seafarers or seafarers working on board ships on short voyages.
2.9.3 For boats operating on the basis of watchkeeping arrangements, a schedule of duties
should be drawn up setting out the hours of work and rest periods. In drawing up a
schedule, factors to be taken into account may include:
1. type of operation;
2. details of the watchkeeping arrangements;
3. the total workload;
4. the seriousness of irregular working hours and their contribution to causing fatigue
and the importance of scheduling reasonably stable working hours.
2.9.4 The Maritime Working Time Directive also provides anyone employed at sea with an
entitlement to a period of leave of at least four weeks paid leave in each year.
2.10 Health and Safety at Work Provisions
2.10.1 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations
1997 (SI 1997/2962) apply wherever workers are employed on ships. Under these
regulations all employers have a duty to ensure the health and safety of workers and others,
so far as is reasonably practicable. To fulfil this duty, employers are required to carry out a
suitable and sufficient assessment of the risks of the health and safety of workers arising in
the normal course of their activities or duties. The concept of risk assessments is relatively
simple, and follows these basic steps:-
1. identify the hazards and personnel at risk;

2. assess the chances of a hazardous event occurring;
3. assess the severity or consequences; and
4. if the combined risk and severity is too great, some action must be taken to reduce
the risk to as low a level as reasonably practical.
Further guidance on the application of the regulations and the assessment of risk can be
found in MGN 20.
2.10.2 Applying the principles of the health and safety requirements to Code Vessels means
that the operator or skipper should take a proactive approach to safety and consider what
particular hazards are likely to arise in the context of work activities on board. They should
then take appropriate measures to remove the risks in so far as possible. The goal is to
provide, as far as reasonably practical, for a safe working environment, with crew following
safe working practices. The risk assessment does not need to be written down, but ensuring
that crew have appropriate health and safety instruction and information is part of the
exercise. Section 17 of MGN 20 outlines the duties of the workers.
2.11 Radar Training
In any vessel that carries radar, the Skipper and any member of the crew who is liable to
use the radar are strongly recommended to undertake appropriate training in its use.
3. Revalidation of Certificates and Licences
3.1 All Certificates (whether of competency or service), Boatmasters Licences and Local
Authority Licences must be revalidated every five years. To revalidate, the applicant must
prove at least 150 days of actual sea service on appropriate vessels during the previous five
years and be in possession of a valid Medical Fitness Certificate.
3.2 Applicants for revalidation who are not able to prove the requisite sea service but are
able to demonstrate that during at least half of the five year period they have been
employed on duties closely associated with the management and operation of one or more
of the appropriate types of vessels, may have their Certificates or Licences considered for
revalidation.
4. Approved Engine Course
4.1 An Approved Engine Course is a course of at least thirty hours duration which is
approved or recognised by the MCA. A Certificate of Attendance will be given by the course
organisers to persons satisfactorily completing the course.
4.2 Persons who are able to demonstrate to the satisfaction of the MCA that they have the
appropriate engineering experience and competency may be granted exemption from the
requirement to attend an Approved Engine Course. Such a course will cover the following
topics:Introduction to compression ignition and spark ignition engines; engine cycles; construction
and operational details; fuel, air, cooling, lubrication and electrical systems; power
transmission; hull fittings; oil and garbage pollution prevention; safe working practices;
basic fire prevention and fire fighting techniques; dangers of asphyxiation in the use of
gaseous and vaporising fluid extinguishing mediums; safety requirements of bottled gas
installations; fault finding and rectification within all topics.
4.3 In addition to the above, it is strongly recommended that for vessels where there is
installed propulsion power greater than 1500 kW or the vessel is fitted with equipment,
essential to its operation, that is not included in the syllabus of the engineering qualification
held, an applicable manufacturers, or equivalent, course should be attended.
5. Stability
The skipper of every vessel should be familiar with the vessels Stability Guidance Booklet,
should insert the information required of the Master, and should ensure that it is drawn to
the attention of all watch keepers on board. In the case of vessels also required to be
provided with a Stability Information Booklet, skippers should have a knowledge and
understanding of its contents.
6. Pilot Boats
Pilot Boats shall be manned in accordance with Section 25.6.3.26.
7. Single Handed Operations
7.1 The MCA does not recommend single handed operations. Vessels operating under this
Code, other than those engaged as Pilot Boats or in any other business which involves the
transfer of personnel at sea, may be operated single handed providing that the person
operating the vessel complies fully with the minimum requirements for a skipper
(appropriately qualified for the operating area) and the following conditions:-
1. the area of operation is restricted to Area Category 3, 4, 5 or 6 in conditions of
favourable weather and subject to favourable official weather forecasts for the area
throughout the period of operation; and
2. the duration of the voyage should not exceed 8 hours; and
3. the vessel is not operated single handed in conditions of restricted visibility; and
4. an acceptable lifejacket is worn at all times by the skipper; and
5. no overside working takes place whilst the vessel is being operated single handed;
and
6. details of the time and point of departure, voyage plan and the Expected Time of
Arrival (ETA) of every single handed voyage are left with a suitable person ashore
and that person is notified of the safe arrival on completion of each voyage; and
7. communication should be made with a person ashore or with a vessel in company at
regular agreed intervals; and
8. on all open sportsboats, inflatable craft and RIBS, engine kill-cords should be fitted
and used at all times.
7.2 In some cases, because of the size and arrangement of the vessel, the Certifying
Authority may deem the vessel not to be suitable for single handed operations. In all cases
where single handed operations are carried out, the owner/managing agent and the skipper
should be satisfied that it is safe to do so. The vessels certificate should show that it is
suitable for single handed operations.
8. Responsibility of the Owner/Managing Agent for Safe Manning of the Vessel
It is the responsibility of the owner/managing agent to ensure that the skipper, and where
necessary, the crew of the vessel have, in addition to any qualifications required in 2 above,
recent and relevant experience of the type and size of vessel, the machinery on the vessel,
and the type of operation in which the vessel is engaged. The owner/managing agent should
also ensure that there are sufficient additional crew on board having regard to the type and
duration of voyage/excursion being undertaken.
9. Keeping a Safe Navigational Watch
It is the responsibility of the skipper to ensure that there is, at all times, a person with
adequate experience in charge of the navigational watch. In taking this decision the skipper
should take into account all the factors affecting the safety of the vessel, including:-
1. the present and forecast state of the weather, visibility and sea;
2. the proximity of navigational hazards;
3. the density of traffic in the area.
Note 1 Qualifications differing from those tabled, but of equal standing or specialist
application will be considered.
Note 2 Vessels regularly engaged on near coastal voyages from ports outside the UK, have
to abide by the manning requirements of the Administration regulating that coastal area.
Note 3 Refer section 2.2.1 - RYA/DfT certificates of competency and/or service, and other
MCA recognised Yachtmaster certificates, should carry the endorsement - valid for vessels
of up to 24 metres in length used for commercial purposes.
Note A Certificate should be designated motor or sail as appropriate.
Note B Existing MCA Boatmasters Licence Grade 3 is only acceptable if it has been validated
for the specific area in the license prior to this Code coming into force. All Boatmasters
licence holders (1, 2, and modified 3) are subject to the area limitations as defined on the
certificate.
Note C Competent Authority in respect of manning requirements means either the Maritime
and Coastguard Agency or an organisation that issues Certificates of Competence which has
been applied for and granted recognition by the Maritime and Coastguard Agency as having
the appropriate technical and administrative expertise.
Note D Local Authority Licence - only those Local Authorities that have the approval of the
MCA may issue Licences under this Code.
ANNEX 4
EQUIVALENCE FOR VARIATIONS AND BEACHCRAFT
1. Guidance on the assessment of variations to the standards applied by the Code
1.1 Section 3.9 recognises that variations to the standards applied by the Code can be
considered on the basis that the variations provide equivalent standards of safety by taking
into account specific local conditions which are certain to exist. This section is intended for
assessing equivalence for Category 6 operations, further limited to a maximum of 1 nautical
mile from the shore for vessels operated by a qualified skipper or 1000m from the shore for
self drive vessels, and is for use by Certifying Authorities, and Local Authorities with
Certifying Authority status. It also provides Local Authorities performing licensing for
beach/harbour operations, with a checklist of operational safety management practices for
their consideration.
1.2 Applications for the acceptance of alternatives must be supported by justifications and
be formally made via the Certifying Authority to the Divisional Director of Standards at the
Maritime and Coastguard Agencys headquarters. Application for acceptance of variations for
operation beyond these limits may be specially considered.
1.3 Variations are expected to be either a direct alternative to a requirement or a reduced
requirement based upon factors that compensate for the reduction.
1.4 Justifications made formally in support of an application for acceptance of a reduced
requirement are to be arranged in priority order, according to the judgement of the
applicant.
1.5 Although not an exhaustive list, factors which will be considered individually and
combined by the Divisional Director of Standards will include:
1. area of operations significantly reduced from the maximum 3 miles from land and 3
miles radius to sea;
2. a guaranteed control of the vessel which restricts operations to sea and weather
conditions such that there is a very low risk of an accident;
3. the certainty of readily available means of emergency rescue;

4. operations wholly within sight of the supervising body and means of emergency
rescue;
5. seasonal operations only, such as between 1 April and 31 October or some lesser
period, or favourable weather restrictions;
6. vessels operating in close proximity to one another and equipped to provide efficient
safety back-up to each other in an emergency;
7. provision/wearing of additional (special) individual personal survival

equipment/clothing which will protect lives in an emergency;
8. enhanced communications between the vessel(s) and constantly attended shore base
with readily available emergency rescue craft at the base;
9. the nature of the sport or pleasure activity involves very low risk of participants
accidentally entering the water or causing the vessel to capsize;
10. inherent safety of the vessel by design, test and experience, (not applicable as an
equivalent for stability standards or a specified level of life saving equipment);
11. a high ratio of professional skipper and crew numbers to the number of other
persons onboard;
12. the number of safety craft provided to protect the vessels operating commercially
for sport or pleasure;
13. enhanced provisions for distress alert and rescue;

14. means provided for dry rescue from a vessel in emergency situations.
2. Guidelines for the Safe Operation of Commercially Operated Pleasure Craft Used
from a Beach or Harbour
2.1 This section is intended as guidelines for all parties involved in the administration of
beach hired craft, including those issued with a Certificate of Compliance for Category 6
operations limited to a maximum of 1 nautical mile from the beach/harbour for vessels
operated by a qualified skipper, or 1000m from the beach/harbour for self drive vessels, as
defined in section 1, and Local Authorities own licensing schemes.
2.2 This is not considered an exhaustive list, nor are they relevant to all situations.
1. All boats operating at sea should adopt appropriate safety standards or equivalencies
set out in this Code for Category 6 requirements, and section 1 above. The carriage
of liferafts need not be a requirement for the vessel, but suitable equivalencies from
the section above must be employed.
2. All tows to be considered part of the towing vessel, and are to be fit for purpose.
3. Personal watercraft (jet-skis and wet bikes) or PWC, may be subject to these
guidelines, as appropriate, and additional advice is given in section 3. It should be
noted that at present PWC are not considered as vessels, and as such may not be
issued with a Small Commercial Vessel certificate. Their use may be addressed
however, by Local Authority licensing schemes, hence their inclusion in this annex.
4. Boats are to be capable of accommodating all persons for which they are licensed,
including those contained on board the tow, if applicable. Methods of assessing the
number of persons suitable to be carried are contained in the text of this Code of
Practice. In general, hired self-drive craft should not carry more than 4 persons.
5. Towing craft should have a minimum crew of two at all times - one to drive, and
navigate, the other to watch the tow.
6. Craft should be fitted with an engine stop cord, to be used at all times.
7. Operating procedures, and equipment where applicable, are to be in place for
recovery of persons from the water, including measures to avoid injury from the
boat and machinery. For vessels fitted with conventional propellers, consideration
should be given to the fitting of a propeller guard, especially where recovery of
persons is commonplace.
8. Children under the age of 8 should be accompanied by an adult at all times, including
when on a tow.
9. Inflatable tows should be capable of supporting 110% of the maximum
manufacturers weight limit, with any one separate inflatable compartment
punctured or deflated.
10. Lifejackets are to be worn at all times. For operations where buoyancy aids may be
considered more practical, their use may be accepted based on equivalencies stated
in section 1 above.
11. Towlines should be approximately 25 to 30 metres long. A method of quick release
in the event of an emergency is to be available.
12. Parascending lines, harnesses and parachutes are to be inspected daily by the
operator, and maintained in accordance with the manufacturers recommendations.
13. Operating areas and any associated channels for slow speed transit to and from the
shore, should be clearly marked.
14. Operating areas, trading dates and daily hours for operation are to be defined.
2.3 Additionally the hire operator will:
1. hold a nationally recognised qualification for the hiring activity concerned, i.e. water
sports instructors certificate.
2. hold a Local Authority licence/concession to operate, where applicable.

3. maintain visual contact with the hired vessels at all times, and provide a means of
immediate rescue in the event of an accident.
4. ensure that vessels and associated equipment are maintained in proper state for the
beginning of each hire.
5. report and record to the Local or Certifying Authority, all incidents which have, or
could have led to injury.
6. ensure that hirers are provided with sufficient information about the vessel and its
equipment to enable it to be used safely, and that hirers are competent for the
intended operation.
7. ensure a procedure is in place for immediate contact with the Coastguard, or other
relevant emergency service, in the event of an accident or incident.
3. Additional Advice for the Hiring of Personal Watercraft
3.1 This section is intended solely as advice for local authorities licensing craft under local
byelaws, and is included as guidance and advice as additional advice for personal watercraft.
1. PWC should not be hired for towing activities.

2. PWC should be clearly identifiable from each other by colour or number.
3. The operator should consider registering all PWC with an appropriate security identity
scheme, i.e. Datatag. Details of any registration should be held with the Licensing
Authority.
4. The operator should consider the installation of a remote engine cut out device
5. The operator must have an authorised arrangement with the Local Authority to
provide safe refuelling facilities.
6. The operator should not allow children under the age 8 to accompany the hirer.
7. The operator should maintain a list of names and addresses of all hirers, including
reference to proof of age.
3.2 In addition to the above, the hirer should,
1. be aged 16 years or older, and be in possession of a valid Driving Licence, or marine

qualification, e.g. RYA Dayskipper Motor, Powerboat Level 1 etc.
2. ensure that at anytime they do not impose on water occupied by another craft or
person in the water, attempt to dislodge a passenger, or act in an irresponsible

manner, i.e. crossing the wake of another craft at close quarters.
3. ensure that they do not endanger or impede the navigation of other vessels,
merchant or otherwise, including ferries and high speed craft, including
manoeuvring at close quarters in order to feel the effect of the wash.
4. remain in any designated PWC operating area.
5. obey any speed limits.
4 Additional Guidance for Vessels Involved in Group Working
This section gives guidance to circumstances where the Maritime and Coastguard Agency
may allow equivalent safety provisions if they are considered appropriate. In all
circumstances it is for the owner to make application and present the case for the
acceptance of the equivalent safety standard.
Where two or more boats are operating in close proximity under the supervision of a single
control and satisfactory communications are provided between all boats and the shore then
single man operations may be accepted and the requirement for all boats to carry inflatable
liferafts and the other safety equipment required by this code may be waived.
The following safety equipment should be provided:lifejackets/buoyancy aids for all on board (*);
rescue/retrieval equipment (**);
a minimum of 2 lifebuoys;
6 red hand flares; and
a fixed or portable VHF radio.
Other equipment as considered necessary, for the particular operation, by the
Administration.
* It will be a requirement of any agreement to a group working scheme with dispensations
from the full standards of the code that an acceptable lifejacket or constant wear buoyancy
aid to Health and Safety Executive requirements for personnel working on fish farms is worn
at all times by everyone onboard. The carriage of any additional lifejackets will not be
required. All lifejackets/buoyancy aids and lifebuoys should be fitted with lights and retroreflective tape.
** Arrangements will need to be suitable for the overall operation.
Charts and nautical publications need not be provided where the area of operation is limited
and the person in charge has demonstrated adequate local knowledge.
An anchor of sufficient mass for the size of the vessel and sufficient cable for the area of
operation should be provided.
At least one bilge pump should be provided and on fully decked vessels a bilge alarm should
be fitted. On small open or partially decked vessels an efficient bailing system may be
acceptable as equivalent to a bilge pump, at the discretion of the Maritime and Coastguard
Agency.
Fire appliances as detailed in Section 15 of the Code should be provided.
The requirements for other aspects of the Code such as construction, weathertight integrity,
machinery, electrical arrangements, steering gear, intact stability and freeboard may be
waived by the Maritime and Coastguard Agency if alternative arrangements suitable for the
area and type of operation are provided.
ANNEX 5
LIQUID PETROLEUM GAS INSTALLATION FOR DOMESTIC USE
1. General Information
1.1 This guidance is based on ISO 10239 and a system constructed to the requirements of
this standard or equivalent will be acceptable as long as additionally there is suitable gas
detection equipment fitted.
1.2 Possible dangers arising from the use of liquid petroleum gas (LPG) open flame
appliances in the marine environment include fire, explosion and asphyxiation due to
leakage of gas from the installation.
1.3 Consequently, the siting of gas consuming appliances and storage containers and the
provision of adequate ventilation to space containing them is most important.
1.4 It is dangerous to sleep in spaces where gas-consuming open-flame appliances are left
burning, because of the risk of carbon monoxide poisoning.
1.5 LPG is heavier than air and if released, may travel some distance whilst seeking the
lowest part of a space. Therefore, it is possible for gas to accumulate in relatively
inaccessible areas, such as bilges, and diffuse to form an explosive mixture with air, this is
also the case with petrol vapours.
1.6 Afrequent cause of accidents involving LPG installations is the use of unsuitable fittings
and improvised temporary repairs.
2. Stowage of Gas Cylinders
2.1 LPG cylinders, regulators and safety devices should be stowed on the open deck (where
leakage will not accumulate) or in a compartment that is vapour-tight to the vessels interior
and fitted with a vent and drain, so that gas which may leak can disperse overboard.
2.2 The vent and drain should not be less than 19 mm in diameter, run to the outside of the
craft and terminate 75 mm or more above the at rest waterline. The drain and locker
ventilation should be 500 mm or more from any opening to the vessels interior.
2.3 The cylinders and associated fittings should be positively secured against movement and
protected from damage in any foreseeable event.
2.4 Any electrical equipment located in cylinder lockers should be certified safe for use in the
potential explosive atmosphere.
3. Cylinders and Attachments
3.1 Each system shall be fitted with a readily accessible, manually operated isolating valve in
the supply pressure part of the system.
3.2 In multiple cylinder installations, in addition to each cylinder shutoff valve there should
be non-return valves near the stop valves. Where there is a change over device (automatic
or manual) it should be provided with non-return valves to isolate any depleted container.
3.3 When more than one container can supply a system, the system should not be used with
a container removed unless the unattached pipe is fitted with a suitable gas tight plug
arrangement.
3.4 Containers not in use or not being fitted into an installation should have the protecting
cap in place over the container valve.
4. Fittings and Pipework
4.1 For rigid pipework systems, the pipes should be made from solid drawn copper alloy or
stainless steel tube. Steel tubing or aluminium or any materials having a low melting point
should not be used.
4.2 Connection between rigid pipe sections should be made with hard solder (minimum
melting point 450C), appropriate compression or screwed fittings are recommended for
general use for pipework in LPG installations.
4.3 Where a flexible hose is used length should be kept to a minimum, it should be protected
from inadvertent damage where appropriate, it should meet the requirement of EN 1763 or
equivalent and be installed in a manner that gives access for inspection along its whole
length.
4.4 There should be no joints in the pipework in the engine spaces.
5. Appliances
5.1 All unattended appliances should be of the room sealed type.
5.2 Cookers and hobs are not considered to be unattended appliances.
5.3 All gas burners and pilot flames should be fitted with a flame supervision device which
will shut off the gas supply to the burner or pilot flame in the event of flame failure.
6. Ventilation
6.1 The ventilation requirements of a space containing a LPG appliance should be assessed
against an appropriate standard (e.g. Annex B of ISO 10239) and should take into account
gas burning equipment and persons occupying that space.
6.2 Where ventilators required for LPG appliances in intermittent use can be closed, there
should be appropriate signs at the appliance warning of the need to have those ventilators
open before the appliance is used.
7. Gas Detection
7.1 Suitable means for detecting the leakage of gas should be provided in a compartment
containing a gas-consuming appliance or in any adjoining space or compartment into which
the gas, of greater density than air, may seep.
7.2 Gas detectors heads should be securely fixed in the lower part of the compartment in the
vicinity of the gas-consuming appliance and other space(s) into which gas may seep. In
areas where the detector head is susceptible to damage in the lowest part of the
compartment (e.g. engine space bilge) the detector head should at least be fitted below the
lowest point of ignition.
7.3 A gas detector system of a suitable type should, preferably, be actuated promptly and
automatically by the presence of a gas concentration in air of not greater than 0.5 per cent
(representing approximately 25 per cent of the lower explosive limit). The detection system
should incorporate a visible and audible alarm, which can be heard in the space concerned
and the control position with the vessel in operation.
7.4 Gas detection system components (i.e. gas detector head) likely to be in an explosive
air/gas atmosphere should not be capable of igniting that atmosphere.
7.5 In all cases, the arrangements should be such that the detection system can be tested
frequently whilst the vessel is in service and should include a test of the detector head
operation as well as the alarm circuit, in accordance with the manufacturers instructions.
7.6 The detection equipment should be maintained in accordance with the manufacturers
requirements.
8. Emergency Action
8.1 Asuitable notice, detailing the action to be taken when an alarm is given by the gas
detection system, should be displayed prominently in the vessel.
The information given should include the following:-
1. The need to be ever alert for gas leakage; and

2. When leakage is detected or suspected, all gas-consuming appliances should be shut
off at the main supply from the container(s). NO SMOKING should be permitted until
it is safe to do so (i.e. the gas leakage has been eliminated and the spaces fully
ventilated)
3. NAKED LIGHTS SHOULD NEVER BE USED AS A MEANS OF LOCATING GAS LEAKS.
9. Owner/Operator Testing
It is strongly recommended that LPG systems are tested for leakage regularly. All
connections should be checked by;
1. routine observation of the bubble leak detector (if fitted),

2. observation of the pressure gauge for pressure drop with the appliance valves closed
and cylinder valve opened then closed (if fitted with gauge on supply pressure side),
3. visual inspection,
4. manual leak testing, (without breaking into the system)
5. testing with soapy water or detergent solution (with appliance-burner valves closed,
and cylinder and system valves open). CAUTION - Do not use solutions containing
ammonia
If leakage is present, close the cylinder valve and have the system repaired before further
use. WARNING - NEVER USE A NAKED FLAME TO CHECK FOR LEAKS.
ANNEX 6
MARPOL OIL POLLUTION PREVENTION INFORMATION
1. MARPOL Requirements - Oil Pollution
1.1 Discharge Limits and Equipment
1.1.1 A vessel shall not discharge unfiltered effluent if the oil content of the effluent, without
dilution, exceeds 15 ppm.
(Reference MARPOL 9 (2), 10(2)(b))
1.1.2 Avessel may discharge effluent through filtering equipment providing that oil content
of the discharged effluent, without dilution, does not exceed 15 ppm;
(Reference MARPOL 9(2), 16(3)(b))
1.1.2.1 Vessels discharging effluent in special areas (see paragraph 1.6) but excluding the
Antarctica area shall be fitted with:1.1.2.1.1 a monitoring device that will provide an alarm should the discharge effluent exceed
15 ppm; and
1.1.2.2.2 a stopping device which will ensure the discharge is automatically stopped should
the discharge effluent oil content exceed 15 ppm.
(Reference MARPOL 9(2), 16(3)(b), 10(3)(b) & Interpretation 3.4)
1.2 Antarctic Area.
1.2.1 Effluent shall not be discharged in this area.
1.3 Effluent Retention on board
1.3.1 Where effluent cannot be discharged into the sea in compliance with paragraph 1.1, it
shall be retained on board or discharged ashore to reception facilities.
(Reference MARPOL 9(6)
1.4 Chemicals
1.4.1 No discharge into the sea shall contain chemicals or other substances in quantities or
concentrations which are hazardous to the marine environment or chemicals or other
substances introduced for the purpose of circumventing the conditions of the allowed
discharge.
(Reference MARPOL 9(5))
1.5 Exceptions
1.5.1 The above shall not apply to:1.5.1.1 the discharge into the sea of oil or oily mixture necessary for the purpose of securing
the safety of a ship or saving life at sea; or
1.5.1.2 the discharge into the sea of oil or oily mixture resulting from damage to a ship or its
equipment:
1.5.1.2.1 provided that all reasonable precautions have been taken after the occurrence of
the damage or discovery of the discharge for the purpose of preventing or minimizing the
discharge; and
1.5.1.2.2 except if the owner or the master acted either with intent to cause damage, or
recklessly and with knowledge that damage would probably result; or
1.5.1.3 the discharge into the sea of substances containing oil, approved by the
Administration, when being used for the purpose of combating specific pollution incidents in
order to minimize the damage from pollution. Any such discharge shall be subject to the
approval of any Government in whose jurisdiction it is contemplated the discharge will occur.
(Reference MARPOL 11)
1.6 Special Areas
(Taken from MARPOL Regulation 10)
1.6.1 For the purpose of this Annex, the special areas are the Mediterranean Sea area, the
Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the Gulf of Aden
area, the Antarctic area and the North-West European waters, which are defined as follows:
1.6.2 The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs
and seas therein with the boundary between the Mediterranean and the Black Sea
constituted by the 41N parallel and bounded to the west by the Straits of Gibraltar at the
meridian of 536 W.
1.6.3 The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of
Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the
Skagerrak at 5744.8 N.
1.6.4 The Black Sea area means the Black Sea proper with the boundary between the
Mediterranean and the Black Sea constituted by the parallel 41N
1.6.5 The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba
bounded at the south by the rhumb line between Ras si Ane (1228.5 N, 4319.6 E) and
Husn Murad (1240.4 N, 4330.2 E).
1.6.6 The Gulfs area means the sea area located north-west of the rhumb line between Ras
al Hadd (2230 N, 5948 E) and Ras al Fasteh (2504 N, 6125 E).
1.6.7 The Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and
the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (1228.5 N,
4319.6 E) and Husn Murad (1240.4 N, 4330.2 E) and to the east by the rhumb line
between Ras Asir (1150 N, 5116.9 E) and Ras Fartak (1535 N, 5213.8 E).
1.6.8 The Antarctic area means the sea area south of latitude 60 S.
1.6.9 The North-West European waters include the North Sea and its approaches, the Irish
Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of
the North-East Atlantic immediately to the west of Ireland. The area is bounded by lines
joining the following points:
1.6.9.1 4827 N on the French coast;
1.6.9.2 4827 N, 625 W;
1.6.9.3 4952 N, 744 W;
1.6.9.4 5030 N, 12 W;
1.6.9.5 5630 N, 12 W;
1.6.9.6 62 N, 3 W;
1.6.9.7 62 N on the Norwegian coast;
1.6.9.8 5744.8 N on the Danish and Swedish coasts.
ANNEX 7
SKIPPERED CHARTER - SAFETY BRIEFING
1 Before the commencement of any voyage the skipper should ensure that all persons on
board are briefed, as a minimum, on the stowage and use of personal safety equipment such
as lifejackets, thermal protective aids and lifebuoys, and the procedures to be followed in
cases of emergency.
2 In addition to the requirements of 1, the skipper should brief at least one other person
who will be sailing on the voyage regarding the following:-
1. Location of liferafts and the method of launching;

2. Procedures for the recovery of a person from the sea;
3. Location and use of pyrotechnics;
4. Procedures and operation of radios carried on board;
5. Location of navigation and other light switches;
6. Location and use of firefighting equipment;
7. Method of starting, stopping, and controlling the main engine; and
8. Method of navigating to a suitable port of refuge.
9. Location of Stability Guidance Booklet, and Stability Information Booklet if applicable
Safety cards will be considered to be an acceptable way of providing the above information.
ANNEX 8
HANDOVER PROCEDURES FOR OWNERS/MANAGING AGENTS WHO
BARE-BOAT CHARTER A VESSEL
1 Familiarisation at Handover
1.1 The owner/managing agent or appointed representative with intimate knowledge of the
vessel should be present at the handover of the vessel to the chartering skipper and crew in
order to complete, as a minimum, the following familiarisation process:-
1. A demonstration of the stowage of all gear and the method of use of all lifesaving and
firefighting appliances on board the vessel should be given;
2. The location and method of operation of all sea cocks and bilge pumps should be
explained;
3. A demonstration to ensure familiarisation with all mechanical, electrical and electronic

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

5. Checks to be carried out on the engine prior to starting, whilst running and after
stopping to be demonstrated;
6. The method of setting, sheeting and reefing each sail should be shown.
2 Documentation
2.1 The owner/managing agent or appointed representative, as detailed in 1. above, should
ensure that the Vessels File is shown to the chartering skipper. The Vessels File should
contain at least the following:-
1. Registration papers
2. Copies of the insurance policy
3. Other necessary certificates
4. Details of permitted operating area
5. Instruction manuals
6. Electrical wiring and piping/plumbing diagrams
7. Inventory of the vessels equipment
8. Plan(s) showing the stowage position of all the movable equipment necessary for the
safe operation of the vessel.
9. A list of names and telephone numbers (both in and out of office hours) of persons
who may be contacted if the chartering skipper or the vessel is in need of
assistance.
2.2 The owner/managing agent or appointed representative, as detailed in 1. above, should

ensure that the Stability Guidance Booklet, and Stability Information Booklet if applicable,
are shown to the chartering skipper.
2.3 The skipper chartering the vessel should sign an acceptance note after the handover
procedure with regard to the inventory, condition of items demonstrated and the amounts of
fuel and other consumable items on board which may be chargeable.
3 Procedure on Return of the Vessel to the Owner/Managing Agent
3.1 At the end of the charter the owner/managing agent or appointed representative
together with the chartering skipper should observe the following procedure:-
1. the chartering skipper should advise the owner/managing agent of any lost or
damaged equipment;
2. the chartering skipper should advise the owner/managing agent of any defects or
damage to the vessel;
3. the owner/managing agent should be present to review any matter deemed important
3.2 The above details should be noted on an appropriate form which is to be signed by the
owner/managing agent or appointed representative and the chartering skipper.
ANNEX 9
FIRE TEST FOR FRP
1. Heat Source
The heat source for the fire test should be provided by a Butane or Propane fuelled Bunsen
or Tirril burner with a nominal 9.525mm (3/8inch) inside diameter tube adjusted to give a
pre-mixed air/gas flame of 38.1mm (11/2 inch) length. The minimum temperature
measured in the centre of the flame with a calibrated thermocouple pyrometer must be
843.33C (1550F).
2. Specimen
The specimen should be 500mm x 500mm. The edges of the specimen should be housed in
a steel frame sufficiently to prevent them igniting during the test. The specimen should be
cured for at least 7 days at ambient temperature or 1 day at ambient temperature and 16
hours at 40c before testing. The lay-up of the panel should be representative of the
structure being considered.
3. Test Procedure
The specimen should be oriented vertically in a draft free location. The flame should impinge
on the centre of the specimen with the flame normal to its surface. The surface of the
specimen affected by the fire risk should be exposed to the flame at a set distance of
19.1mm (3/4 inch) from the end of the burner tube. The flame should not burn through the
specimen within 15 minutes.
ANNEX 10
IGNITABILITY TEST FOR COMBUSTIBLE MATERIAL
1. Test Specimens
1.1 One specimen is to be prepared
1.2 The specimen is to be a minimum of 150mm x 150mm and of the thickness which is
used on the vessels, together with any facing with which it is normally covered.
2. Conditioning of Test Specimens
2.1 The conditioning atmosphere should have a temperature of 20 20C and relative
humidity of 65 2%.
2.2 The specimen should be laid flat, in the conditioning atmosphere for a period of 24
hours, or for a sufficiently longer period in order to ensure that the mass of the specimen
shows no progressive change greater than 0.25% when it is determined at intervals of 2
hours.
3. Atmosphere for Testing
3.1 The test is to be conducted in an atmosphere the same as for conditioning the specimen,
or within 2 minutes of removal from the conditioning atmosphere.
3.2 Appropriate measures should be taken to prevent draughts in the vicinity of the testing
equipment when testing is in progress.
4. Testing Procedure
4.1 Source of Ignition
The source should be obtained by using a burner consisting of a copper tube having a length
of 150mm and inside and outside diameters of 5mm and 6mm respectively connected by a
plastic or rubber tubing to a gas tap supplying natural gas. The copper tube is to have no
opening for the supply of air.
4.2 Height of Flame
Before the test takes place the burner flame is to be adjusted to a height of 32mm.
4.3 Test Procedure

4.3.1 Place the specimen horizontally on a metal tripod stand with the upper surface of the
specimen facing downwards (i.e. with normally exposed face on underside) such that the
height of this surface of the specimen is approximately 8mm below the top of the burner
flame. Apply the burner flame at right angles to the plane of the specimen in the centre of
specimen. After one minute the burner flame is to be removed clear of the specimen and the
time in seconds to extinction of any flaming is to be recorded.
4.3.2 The test in paragraph 4.3.1 is to be repeated after any flaming or smouldering has
ceased and the temperature of the specimen has returned to normal except that the centre
of the burner flame is to be positioned at the midpoint of any edge of the specimen. Again
the time in seconds to extinction of any flaming after the removal of the burner is to be
recorded.
5 Pass Criteria
An insulation is deemed to be not readily ignitable when any flaming of the test specimen
ceases within 20 seconds of the removal of the burner.
ANNEX 11
EXPOSURE OF PERSONNEL TO POTENTIALLY HARMFUL NOISE
(see Section 22.10.6)
(Edited extracts from Section 8 of the Code of Practice for Noise Levels in Ships, second
edition, 1992, published by HMSO)
1. The following figures illustrate the acceptable maximum daily noise doses for unprotected
ears, based on dB(A) sound energy received:Less than
80dB(A)
for
no limit (24 hours)
82dB(A)
for
16 hours
85dB(A)
for
8 hours
90dB(A)
for
2 hours
95dB(A)
for
50 minutes
100dB(A)
for
15 minutes
105dB(A)
for
5 minutes
110dB(A)
for
1 minute
2. The following examples of noise levels in different locations to allow personnel to gauge
the existence of conditions giving potentially harmful noise exposure:120dB(A) between 2 running 1800rpm diesel generators
110dB(A) in a small ship engine room with 900 rpm diesel main engines and 1550 rpm
generator
105dB(A) 1 metre from cylinder tops of a slow speed (120 rpm) diesel main engine
100dB(A) between 2 running 600 rpm diesel generators
95dB(A) in a slow speed (120 rpm) diesel main engine at the aft end on the floor plate level
90dB(a) machine shop or quieter parts of ships engine room
80dB(A) 15 metres from a pneumatic drill

70dB(A) vacuum cleaner at 3 metres
60dB(A) inside a supermarket
50dB(A) inside a house in a suburban area during daytime
(These levels are only approximate as engine noise varies considerably with type of
installation).
ANNEX 12
USE OF ISO FIRST OF TYPE RIGHTING MOMENT CURVE
FOR STABILITY ASSESSMENT
1. Introduction
1.1 Where the stability of a Coded vessel is assessed using the righting moment curve
prepared to show compliance of the design with ISO 12217, this curve shall be subject to
verification and, if necessary, correction, as set out below.
1.2 ISO 12217 normally requires the stability to be assessed in the Minimum Operating
Condition. However, where the Loaded Displacement Mass is more than 15% greater than
the former, the stability also has to be assessed in this heavier condition.
1.3 Where data is available for both conditions, the heavier should be used for the purposes
of this Code.
2. Stability Verification Test
2.1 The vessel to be Coded shall be subjected to the stability verification test when as close
as practicable to the loading condition used for the righting moment curve to be checked, as
defined in ISO 12217. The purpose of the test is to verify that the stability of the vessel is
adequately described by the righting moment curve of the First of Type used for ISO
12217 assessment. Where this is not adequately demonstrated, this curve shall be corrected
as described below before reassessment of the stability compliance.
2.2 The test shall be conducted in calm conditions. The vessel shall be heeled to both port
and starboard as much as practicable by the application of a heeling moment sufficient to
produce a heel angle of firstly at least three degrees in either direction, and secondly at least
five degrees, i.e.: two heeling moments and four heel angles in all. The heeling moments
and angles of heel shall be recorded as precisely as practicable.
2.3 The heeling moments shall be applied using weights that are part of the loaded condition
of the vessel, and moved through a known amount. The righting lever deduced for that
angle of heel is given by:
2.4 Where the weights used to create the heeling moment have to be moved vertically from
their normal location in order to generate the necessary heeling moment, the resulting
measured righting moment should be corrected for the change in the vertical centre-ofgravity of the craft. The correction = GG1sin , added to the measured GZ when the
weights were raised during the heeling test, where GG1 is the shift in vessel VCG due to the
weights moved.
2.5 The First of Type righting moment curve shall be considered acceptable for stability
assessment if the average deviation of the four values obtained at 2.3 and corrected
according to 2.4 below the righting moment curve is equal to or less than 5%. Where the
deviation is above the curve, no limit shall apply.
2.6 Where the average deviation of the four values obtained at 2.3 above from the righting
moment curve is more than 5%, the First of Type righting moment curve shall be corrected
throughout the range of heel angles by an amount equal to GG1sin , where is any heel
angle. The value of GG1 used for this correction shall be obtained as follows:
2.7 Where the righting moment curve is modified in this way, the stability shall then be
reassessed using the requirements of chapter 11 of the Code.
3. Maximum Steady Heel Angle for Sailing Vessels
3.1 The Maximum Steady Heel Angle to prevent downflooding in gusts is normally calculated
for the Loaded Departure Condition, and may be increased if calculated for a lesser loading
condition, such as the Minimum Operating Condition used for many ISO 12217 stability
calculations.
3.2 Where the stability of a sailing vessel is assessed using ISO 12217 in the Minimum
Operating Condition, the Maximum Steady Heel Angle calculated using this lesser loading
condition must therefore be reduced by 10% to allow for this effect, before insertion in the
Stability Information and Stability Guidance Booklets.
ANNEX 13
STANDARDS ANNEX
Numbering refers to appropriate section reference. Standards are for reference information.
When referencing the standards for use during construction, or supply of equipment, the
latest edition should be used. Equivalent standards may be considered subject to the
acceptance of the Certifying Authority.
4.1.3.2.2 ISO 11812 Small Craft. Watertight cockpits and quick-draining cockpits
4.2.2.5.1 ISO 12215 Small Craft - Hull Construction/Scantlings
4.3.2.3
As above
4.5.1.2
ISO 6185-2 Inflatable Boats. Boats with a maximum motor rating of 4.5kW to 15kW
inclusive ISO 6185-3 Inflatable Boats. Boats with a maximum motor rating of 15kW
and greater
4.5.2.1
As above
5.
ISO 12216 Small craft. Windows, portlights, hatches, deadlights and doors. Strength
and watertightness requirements.
7.3.1.2.1 ISO 10088 Small Craft. Permanently installed fuel systems and fixed fuel tanks
7.3.1.2.2 ISO 13591 Small craft. Portable fuel systems for outboard motors
7.3.1.3
ISO 13591 Small craft. Portable fuel systems for outboard motors
7.4.5
ISO 7840 Small Craft. Fire resistant fuel hoses
8.1.3
The Institution of Electrical Engineers Regulations for the Electrical and Electronic
Equipment of Ships with Recommended Practice for their Implementation, 6th Edition
1990 and subsequent supplements.
British Marine Federation Code of Practice for Electrical and Electronic Installations in
Boats, 4th Edition.
BS 6883 Specification for elastomer insulated cables for fixed wiring in ships.
(Suitable for lighting, power, control, instrumentation and propulsion circuits.)
IEC 92-350, Low-voltage shipboard power cables. (General construction and test
requirements for shipboard cables with copper conductors intended for low-voltage
power systems at voltages up to and including 0.6/1kV.)
ISO 10133 Small Craft. Electrical systems. Extra-low voltage d.c. installations
ISO 13297 Small Craft. Electrical systems. Alternating current installations
BS EN 28846:1993 Small craft. Electrical devices. Protection against ignition of
surrounding flammable gases
BS EN 61779-4:2000 Electrical apparatus for the detection and measurement of
flammable gases
9.1.5
ISO 13929 Small craft. Steering gear. Geared link systems

ISO 10592 Small craft. Hydraulic steering systems
11. & 12. ISO 12217-1 Small craft. Stability and buoyancy assessment and categorisation.
Non-sailing boats of hull length greater than or equal to 6 metres
ISO 12217-2 Small craft. Stability and buoyancy assessment and categorisation.
Sailing boats of hull length greater than or equal to 6 metres
14.1.4
International Code for Application of Fire Test Procedures (FTP Code) - International
Maritime Organisation Document
14.2.1
14.5.2
ISO 10239: Small Craft. Liquefied Petroleum Gas (LPG) system
14.5.3
14.5.6
ISO 9094-1 Small Craft. Fire protection Craft with a hull length of up to and including
15m
ISO 9094-2 Small Craft. Fire Protection Craft with a hull length of over 15m and up to
24m
14.6.2
BS 5852-1 Assessment of the ignitability of upholstered furniture
15.4.1
BS EN 3 Portable Fire Extinguishers
15.4.2
as above
15.4.4
BS EN 1869 Fire blankets
15.5.2
BS EN 3 Portable Fire Extinguishers
15.5.4
BS EN 1869 Fire blankets
22.2.1
ISO 15085 Small craft - Guardrails, lifelines and handrails
22.10.5
BS 5378 Safety signs and colours
Printed at 15:57 on the 10/07/2006

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Directorate of Standards / Code Vessel Safety / Controlled Documents / M Notices /

MARINE GUIDANCE NOTE

Small Vessels in Commercial Use for Sport or

The Safety of Small Commercial Motor Vessels - A Code of Practice

The Safety of Small Commercial Motor Vessels - A Code of Practice2

Code Vessel Safety Branch

Safer Lives, Safer Ships, Cleaner Seas

1 Being under 24 metres Load Line Length

ONLY TO BE USED IN CONJUNCTION WITH MGN 280

THE SMALL COMMERCIAL VESSEL AND PILOT BOAT CODE OF

4.5 Inflatable Boats

7.7 Stowage of Petrol

11.4 Motor Vessels Complying with Section 11.1.1.3

12.2.3 Freeboard mark and loading

20.5.4 Area of Operation Category 4 and 5

30.5 Electrical Equipment

2.8 First Aid Training

Safety of Small Commercial Motor Vessels (Yellow Code);

UK Maritime Pilots Association

1. a relevant standard or code of practice of a national standards body or equivalent

3. a relevant specification acknowledged for use as a standard by a public authority of

4. traditional procedures of manufacture of a Member State of the European Community

1. Equivalence should be established for the construction of a vessel, its machinery,

recommendations in order to issue a certificate based on declaration(s) and

1.21 Delegation of Survey and Certification to Certifying Authorities

Approved means approved by or acceptable to the MCA under Merchant Shipping

Yacht Designers & Surveyors Association;

Owners/managing agents should be construed accordingly;

3. Application and Interpretation

4. Construction and Structural Strength

4.2 Structural Strength

2. located on the centre line of the vessel or as close thereto as practicable;

5.2 Doorways and Companionways

regard to the increased thickness of windows comprising one or more laminations in

6 Water Freeing Arrangements

1. a permanently installed fuel tank constructed to an appropriate standard (see

1. water ingress - by a goose neck or other efficient means; and

1. vapour tight to the vessels interior;

1. enable persons to make their way to the open deck;

8.4.1 Battery system requirements

9 Steering Gear, Rudder and Propeller Systems

1. a tiller to fit the head of the rudder stock; or

drives. In the case of twin stern-drive arrangements, means should be provided to

9.1.4 If emergency steering is impractical, alternative safety measures and/or procedures to

9.2.2 Construction and fittings should be to an appropriate standard, to the satisfaction of

1. in any watertight compartment containing propulsion machinery; or

10.5.2 To prevent pollution, compartments containing potential pollutants should not be

1. vessels operating in Category 0 or 1; or

3. vessels carrying cargo greater than 1000kg; or

6. seagoing pilot boats.

Appropriated for stores

Appropriated for stores but not by

Appropriated for accommodation

Appropriated for machinery

Appropriated for liquids

0 or 95 whichever results in the more

1. Loaded departure, 100% consumables;

In addition, simplified stability information in the form of a Maximum KG Curve should be