25.1 Introduction
This section covers additional requirements for vessels covered by this Code dependent
upon their type of operation of equipment carried.
25.2 Vessels Engaged in Towing
25.2.1 General
25.2.1.1 The requirements of this section do not apply to vessels towing in an emergency
situation (force majeure).
25.2.1.2 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.
25.2.1.3 The following are guidelines but should not be considered to
replace, typically, Health and Safety at Work Regulationsfootnote, the Lifting Operations and Lifting Equipment
Regulationsfootnote (LOLER), the provisions and Use of Work Equipment
Regulationsfootnote (PUWER) or similar.
25.2.1.4 Due consideration should be made for vessels engaged in towing by the owner /
managing agent to ensure that a person can be recovered efficiently from the water. Such
arrangement should be demonstrated to the satisfaction of the Certifying Authority
25.2.1.5 The owner/managing agent should ensure that the Master is aware of and has
copies on board the vessel of relevant Merchant Shipping Notices and other documents
which give guidance on safety of vessels engaged in towing.
25.2.1.6 Attention of the owner/managing agent, and therefore the Master, is drawn in
particular to the following guidance:-
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MGN 199 (M+F) – “Dangers of Interaction”;
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MGN 308 (M+F) “Mooring, Towing or Hauling Equipment on all Vessels – Safe
Installation and Safe Operation”;
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Load Line Instructions to Surveyors (MSIS 1), section 8.11 “Tugs”
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Load Line Instructions to Surveyors (MSIS 1), section 8.12 “Safety of Towed Ships
and Other Floating Objects”;
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IMO Resolution A.765(18) “Guidelines on the Safety of Towed Ships and other
Floating Objects”
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IMO MSC/Circular.884 “Guidelines on Safe Ocean Towing”; and
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IMO MSC/Circular.1175 “Guidance on Shipboard Towing and Mooring Equipment”
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The Use of Workboats for Towage – Good Practice Guide, 12/6/16 including the
Vessel Stability Annex, 08/18.
25.2.1.7 Due regard should be given to other relevant Marine Guidance Notes which may be
issued from time to time, which provide guidance on the safety of vessels engaged in
towing.
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 Towing at sea by towline should only be done using a towing hook, towing winch
or towline which should have a positive means of immediate release which can be relied
upon to function correctly under all operating conditions.
25.2.2.3 The emergency release mechanism should be controlled and tested from all
conning positions and – if safe and practicable - at the winch or hook itself. Where
there is local control at a tow hook or winch it should be of the direct mechanical type
capable of independent operation. The emergency release system is independent of normal
powered operation. The vessel shall have a documented and drilled procedure and any
necessary equipment to achieve a safe and rapid release of the tow in emergency
conditions, which shall be verified by the Certifying Authority.
25.2.2.4 Sections 25.2.2.2 and 25.2.2.3 need not be applied to a vessels towing less
than twice its displacement but the vessel shall have a documented and drilled procedure
and any necessary equipment to achieve a safe and rapid release of the tow in emergency
conditions, which shall be verified by the Certifying Authority.
25.2.2.5 The owner / managing agent should have in place a structured or documented
procedure for the maintenance, inspection and routine testing of its vessels’ towing
equipment, including the towing hook, towing winch and emergency release system.
25.2.2.6 The winch, bollards, fairleads, windlass, towing hook (or equivalent fitting),
gogging arrangements and the supporting structure should be strong enough to withstand
the loads imposed during towing operations. Specifically, a towing winch should be able
to withstand a force equal to the breaking load of the tow line acting at its maximum
height above the deck, without over-stressing either the winch or the deck connections.
25.2.2.7 The towing winch brake should be capable of preventing the towing line from
paying out when the towing vessel is towing at its maximum continuous static bollard
pull and shall not release automatically in case of power failure (but should be capable
of release).
25.2.2.8 When towing on a line, the winch line must only be secured to the winch drum by
such methods that would allow the tow to be fully released under load. The towline
should be connected by a weak-link to the drum to allow it to run free in an
emergency.
25.2.2.9 Vessels in all categories of operation should be of such a design to allow them
to operate safely and effectively when undertaking a tow. For offshore and ocean tows,
an effective tug will need adequate propeller and forefoot immersion to minimise
slamming.
25.2.2.10 The operator or Master should document a tow-plan and risk assessment. The
extent of this will depend on the complexity of the tow and a generic plan and risk
assessment may be appropriate for small vessels repeatedly working within the one area
consistently doing the same kind of work. The plan and risk assessment should consider,
as appropriate to the vessel and the operation:
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.1 Selection of the vessel engaged in towing should be on the basis of bollard
pull and resistance of the towed object. Adequate power should be available to
maintain a safe speed appropriate to the particular object to be towed, taking
account of the environmental conditions to be expected and any restrictions
applicable to the towed object that may limit the safe speed, in conjunction with
the necessary Risk Assessments for the tow;
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.2 Selection of towing equipment based on Safe Working Loads and suitable safety
factors for intended purpose making consideration for any snatching loads;
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.3 Sufficient and suitable Passage Planning (including weather and sea state
limitations), in particular where towed vessel is over twice the displacement of
the towing vessel, or for any voyages beyond Category 5 limits;
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.4 Availability and control over the towline length;
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.5 Effectiveness of communications;
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.6 Design of the towing system is designed to reduce to a minimum the danger to
personnel during towing operations; The means of safe access to the vessel engaged
in towing including crew safety in snap back zones and include risk assessments
required by MGN308;
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.7 The means of safe access to the towed vessel;
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.8 Mitigating any other risks identified by the risk assessment;
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.9 The availability of suitable safe havens on the planned route should be
identified;
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.10 A Towage Survey should be carried out where practicable by a competent person
to confirm the safety of the tow as a whole. This person could be a warranty
surveyor, a Certifying Authority examiner or another person engaged or employed by
the owner/managing agent having the necessary experience and training to carry out
such a survey.
25.2.3 Weathertight Integrity and Stability
25.2.3.1 The watertight integrity of the vessel engaged in towing and the vessel being
towed should be maintained and downflooding points considered.
25.2.3.2 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, skylights and hatch covers should
be secured in the closed position when the vessel is towing and the doors should be
marked clearly to this effect on both sides. Deck manhole covers should be checked for
secure closing both on the vessel engaged in towing and on the towed vessel.
25.2.3.3 Machinery air intakes and machinery space ventilators which must be kept open
during towing operations, on the towing vessel and the tow, should be served by means of
high coaming ventilators as protection from downflooding. Any ventilators which must be
kept open during towing operations should be indicated in the stability information and
assumed to be downflooding points for the purposes of stability calculations. All other
ventilators, ship side valves, sea inlets / outlets, hatches, covers, portable closing
plates and other openings above and below the water, on the towed vessel, should be
identified and securely closed, blanked or sealed prior to departure, and the maximum
watertight and weathertight integrity are maintained at all times. All watertight doors
below the main deck and all weathertight doors, are to be securely closed and fully
dogged at sea, those on the vessel engaged in towing should have signage to this effect.
25.2.3.4 Generally, air pipes and ventilators on the vessel engaged in towing 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.
25.2.3.5 The provisions of sections 25.2.3.2 to 25.2.3.4 above may be relaxed for
vessels engaged in towing vessels of less than twice their displacement, in harbour
areas or within Category 4, 5 and 6 areas in favourable weather, provided all practical
measures are taken to protect the vessel from downflooding in the event of its taking up
a high heel angle, and any particular downflooding risk areas being highlighted by the
Certifying Authority on the SWB2 or SCV2 record.
25.2.4 The Towed Vessel or Floating Object
25.2.4.1 A vessel, pontoon, barge or floating object which is towed to sea from a place
in the UK should be surveyed and issued by the Administration with an appropriate
conditional Load Line or Load Line Exemption Certificate for the towed voyage; and
possibly a condition survey of the object being towed. Certification for non-
self-propelled vessels which make voyages under tow is permitted in accordance with
section 25.5.
25.2.4.2 A copy of the certificate should be kept on board the vessel engaged in towing
during passage and the Tow Master should be provided with a copy of the conditions
therein such that he is aware of these conditions and his responsibility for complying
with them.
25.2.4.3 Towed objects should not be manned at sea unless they have accommodation
designed to be occupied at sea and that it has appropriate life saving appliances, fire
safety and emergency escape provision. However, boarding the towed object at sea may
necessarily be undertaken for the purpose of inspection or maintaining safe navigation.
Where transfer of crew is necessary, consideration should be given to the necessity of
wearing a survival suit.
25.2.4.4 Where the operator deems it necessary for the towed vessel in a “dead ship”
condition to be manned, by a minimum of 2 crew, then proposals should be submitted to
the Administration stating the reason for the necessity, provision of lifejackets,
survival suits and direct communication with the vessel engaged in towing. This should
be done in good time for consideration as to whether this might be permitted, and in
good time so that alternatives can be put in place if permission is not granted.
25.2.4.5 A means of safe access from the vessel engaged in towing or a support vessel
should be provided to the tow. The location and means of boarding should be suitable for
both for daylight and night time operations, where required.
25.2.4.6 The towed vessel should be assessed to establish a suitable margin of safety on
the (positive) stability and freeboard for the tow.
25.2.4.7 Two lifebuoys and lines shall be provided on the towed object to aid lifesaving
capability behind the vessel towing.
25.2.4.8 The towed vessel should have an anchor / cable suitable for simple deployment
and for holding the tow in an emergency.
25.2.4.9 The quantities of any oil and pollutants carried on board should be reduced to
a minimum required for safe operation.
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 supporting and
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. Refer also to section 29.2.
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.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.
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.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.
25.3.4 Special consideration should be given to the securing of cargo on vessels
that operate at high speed due to vessel accelerations.
25.4 Vessels Fitted with a Deck Crane or Other Lifting Device
25.4.1 Design and Installation
25.4.1.1 Reference should be made to section 11.6 for requirements for safety standards
for vessel stability during lifting operations (and consideration should be given to
re-examining the stability booklet if modifications are made to the lifting device); and
with 25.7 for vessels fitted with diver lifts; and 4.2.1.4 for the attachment of a
lifting appliance to the hull structure.
25.4.1.2 The Certifying Authority should verify that the structural design of the crane
attachment (referred to in 25.4.1.1) to the vessel conforms to appropriate standards for
new installations and for any in service modifications involving increased local
loading. See also 4.2.1.4 and associated footnotes. The owner / managing agent should
notify the Certifying Authority of any changes to the loading or structure or
arrangement of the lifting appliances or associated vessel structure. Section 27.11.5
refers.
25.4.1.3 The owner / managing agent should consider the use of a suitable design code
(see Appendix 13) for new installations and for any in service modifications with
survey and certification carried out by a Certifying Authority to ensure careful
design and selection of lifting equipment. MGN 332 footnoterefers.
25.4.1.4 Information should be obtained by the operator / owner, and followed,
regarding the amount of list and freeboard allowable under both the rated capacity
and overload capacity of the crane from a competent person or an authority
experienced in marine vessel design with knowledge of installing cranes on ships /
vessels. In addition, where a crane is normally intended for land based use,
confirmation should be obtained from the crane manufacturer or designer on how far
the crane is de-rated from land based ratings whilst on the pontoon / barge / vessel,
they should also provide detail of the load radius charts in a sea state. A crane
that is marinisedfootnotewill have lift/radius charts that explain that the lifts
are based on Sea State 0 or Harbour Conditions with a simple graph showing how the
load decreases with increasing amounts of vessel heel.
25.4.1.5 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.or be considered under section 4.1.4.
25.4.1.6 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.
25.4.1.7 The vessel's structure, the crane or other lifting device and the supporting
structure should be of sufficient strength to withstand the loads that will be
imposed when operating at its maximum overturning moment and maximum vertical
reaction. Note that lorry loaders rely not only on the structural integrity of the
mountings, but also on the hull structure.
25.4.1.8 A lifting system which incorporates counterbalance weight(s) should be
specially considered through the Certifying Authority by the Administration.
25.4.1.9 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 on board during lifting operations. Instructions
on safety procedures to be followed by the Master should be provided to the satisfaction
of the Certifying Authority.
25.4.1.10 Where mobile cranes are operated on board a workboat (e.g. on the deck of a
barge), special consideration should be given to worst case scenarios with regard to
stability, structural strength of the deck and safe limits of the deck operating
area.
25.4.2 Certification and Testing
25.4.2.1 The Merchant Shipping (Lifting Operations and Lifting Equipment) Regulations
2006 (SI 2006 No. 2184), as amended apply to lifting equipment and its operation. The
guidance is general in nature; employers should give more detailed consideration to
the various aspects of their specific operations and take appropriate measures to
safeguard health and safety. Further guidance can be found in MGN 332 (M+F)footnote. This Code does not aim to replicate those
regulations or guidance and it is the responsibility of the owner / managing agent
/ employer to ensure that they are in compliance with them.
Additional information on maintenance and lifting operations is available in the Code
of Safe Working Practices for Merchant Seafarers, Chapter 19.
25.4.2.2 The Merchant Shipping (Lifting Operations and Lifting Equipment) Regulations
2006 (SI 2006 No. 2184), as amended, apply and should be considered in accordance with
the Merchant Shipping (Provision and Use of Work Equipment) Regulations 2006 (SI 2006
No. 2183), as amended, which are highlighted in 22.1 of this Code.
25.4.2.3 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 competent person (see definition in Section 2 of this code who
should also have experience of fitting and operation of lifting equipment on ships /
vessels) in accordance with LOLERfootnote. 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 thorough examination of the crane
or lifting device, including functional test, should be carried out annually.
25.4.2.4 The crane or other lifting device should be subjected to a 25% overload
testfootnoteat maximum load moment. Following this static overload
test, the hoist, slew and luff performance should be tested at low speed, as
appropriate, at 110% load; the crane shall be tested through the full operating arc
of the crane which should be shown on the load test report, or as a minimum every 30
degrees of radius where continuous slewing with the test weight is difficult. Tests
for a variable load-radius type of crane or other lifting device should correspond to
its rated performance (e.g. load radius chart).
The relief valve system, rated capacity indicator and rated limiter, should be
overridden or disconnected before the test. Thorough examinations should be carried
out by a competent person taking account of any instructions with respect to the
crane limiting criteria. If the competent person does not have the skills or tools to
override or disconnect the limiting items a makers representative should be present.
Where seals need to be broken, resealing of relief valves should be done on
completion of overload test.
LOADER CRANE: A powered crane comprising a column which slews about a base, and a
boom system which is attached onto the top of the column. Overload testing and
dynamic testing of loader cranes to be carried out in accordance with BS
7121-2-4footnote.
25.4.2.5 Attention is drawn to the requirements of BS 7121-2:2013 - Code of Practice
for Safe Use of Cranes. Inspection, Maintenance and Thorough Examination, parts of
which have particular relevance to vessels certificated in accordance with this Code.
See Appendix 13. Maintenance should be carried out in accordance with the
manufacturers instruction manual. Repair and maintenance should only use parts made or
recommended by the crane manufacturer.
25.4.2.6 Overload testing shall be carried out upon installation, after the crane has
been in service for 4 years, 8 years, 10 years and 12 years, and annually thereafter
if the crane has not been marinisedfootnote. If the crane has been marinised and the requirements of
BS EN 13852footnote, footnoteand EN 12999footnoteare met then a loader crane should be tested, according
to the LOLER Regulations, at least every 5 years. See also 25.4.2.7.
25.4.2.7 Consideration should be given by the owner / managing agent of a land based
hydraulic crane that is not supplied with marine environment features (see footnote in
25.4.1.4 for definition used here) and is fitted on board small workboats in the marine
environment, to an enhanced maintenance schedule suitable for the environment and usage,
as per BS 7121 and the Provision and Use of Work Equipment Regulations (PUWER) 1998.
This should include a more frequent inspection regime and should include inspecting
electrical connectors and components, drive train, structural components, fasteners and
wire ropes. See also 25.4.2.6.
25.4.2.8 An appropriate risk assessment should be carried out by the owner / managing
agent before any examination and testing is carried out.
25.4.2.9 All inspections, thorough examinations and tests must be
properly documented under an "Examination Scheme" drawn up by the owner / managing
agent. MGN332 refers.
25.4.3 Operational Considerations
25.4.3.1 An inclinometer or other efficient device to display heel angle should be
provided on board for guidance to the crane or lifting device operator when controlling
the lifting of items of unknown weight.
25.4.3.2 A prominent clear notice should be posted on or near the crane or lifting
device and contain the following information and instructions:-
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.1 the maximum permitted load and outreach which satisfy the
requirements of section 11.6.4, 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 load-radius type should be included as
appropriate);
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.2 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 any time. Provision should be made to enable the driver to
ascertain the safe working load corresponding to that radius;
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.3 details of all openings leading below deck which should be secured
weathertight; and
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.4 instructions for all personnel to be above deck before lifting operations
commence.
25.4.3.3 It is acceptable, to enable load indication for a hydraulic loader crane, to
fit a pressure gauge to monitor the pressure in the load bearing cylinder with a relief
valve to prevent overload.
25.4.3.4 Where a saturated load is required to be lifted, consideration should be given
by the Master, prior to the lifting operation taking place, to the additional weight due
to the item being saturated. Where a load is being lifted from the seabed consideration
should be given to suction and snagging.
25.5 Non-Self-Propelled Vessels 25.5.1 General
25.5.1.1 It is permissible for a Small Workboat 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 Workboat 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 falls under the jurisdiction of the Health and Safety Executive when it is
jacked up, and should be equipped and certificated to meet the appropriate requirements.
25.5.1.5 A small non-self-propelled vessel which is not covered by section
25.5.1.1, 25.5.1.2 or 25.5.1.3 should be referred to the Administration for
consideration of safety standards and certification to be applied.
25.5.2 Stability
25.5.2.1 When the stability standards of section 11, or the IMO Intact Stability Code,
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 (SI 1998 No. 2241), as amended.
25.5.3.2 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 (SI 1998 No. 2241), as amended should be
accepted for a Small Workboat Certificate under the same conditions given on the
Exemption Certificate.
25.5.3.3 Load Line marking should be applied in accordance with section 12.3 (but see
section 25.5.3.5).
25.5.3.4 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 (SI 1998 No. 2241), as amended, 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 Workboat Certificate, the freeboard thus determined may
be reduced by up to 25%.
25.5.3.5 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 Vessels Engaged as a Pilot Boat
25.6.1 General
25.6.1.1 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 Workboat which is engaged
as a pilot boat from time to time. In such latter case, the vessel will be certificated
as a Workboat with a Pilot Boat Endorsement; see also section 25.6.2.
25.6.1.2 A pilot boat should be certificated even if it does not operate at sea. Where
such a Pilot Boat Certificate is issued to a pilot boat which does not go to sea, the
vessel should meet the minimum requirements for a Pilot Boat operating in Area Category
6, except where there are exceptions to the requirements in 25.6.3.1 for non-seagoing
pilot boats. Non-seagoing pilot boats operating at night should meet the equipment
carriage requirements of a vessel operating in category 3.
25.6.1.3 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.
25.6.1.4 Under the Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998
(SI 1998 No. 1609), as amended, 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 to the MCA for consideration. The MCA is
empowered to grant exemptions on behalf of the Secretary of State.
25.6.1.5 Those operating pilot boats should be aware of the dangers of interaction. MGN
199 – “Dangers of Interaction” provides guidance.
25.6.2 A Small Workboat Engaged as a Pilot Boat
25.6.2.1 A Small Workboat engaged as a pilot boat from time to time should comply with
the Code as it applies to its duties as a Small Workboat and, in addition, comply with
the requirements for a dedicated pilot boat which are marked with * in section 25.6.3.
25.6.2.2 Such a vessel should be in possession of a Workboat Certificate which carries a
‘PILOT BOAT ENDORSEMENT’.
25.6.2.3 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
25.6.3.1 A dedicated pilot boat should comply with the following requirements. The
requirements refer to the appropriate sections of the Code:-
*5.3.1.3 The normal means of access from the open deck to accommodation space, provided
for the use of pilots should be a weathertight door which is not forward facing;
*5.4 Pilot boarding activities should be visible from the pilot boat helmsman's
position.
Visibility should be adequate in both the vertical and horizontal planes;
*5.5 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;
*11.3 A seagoing pilot boat should carry an approved Stability Information Booklet which
meets the requirements of section 11.3.
*11.4 A non-seagoing pilot boat should undergo a heeling test in the fully loaded
condition and be demonstrated to meet the requirements of section 11.4;
12 A dedicated pilot boat need not be marked with a freeboard mark;
*13.5 Pilot boats are to be provided with immersion suits for all persons on board,
meeting the requirements of 13.5.3.1 and 13.5.3.2;
*13.12 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);
*13.12 6 red rocket parachute flares should be provided;
*13.12 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;
*13.13 Rescue retrieval equipment should be provided as follows:
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.1 Transom steps and/or ladder or equivalent side ladder or scrambling net;
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.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;
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.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 on
board 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 on board and the event
when the deckhand falls overboard and is recovered. (In this particular
simulation, the deckhand can be assumed to be conscious); and
-
.7 It is recommended that competent harbour authorities (or pilotage provider, in
the absence of a competent harbour authority) require man overboard retrieval
exercises to be conducted and recorded by each pilot boat crew every 6 months;
*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;
*19.6 Pilot boarding activities should be visible from the pilot boat helmsman's
position.
Visibility should be adequate in both the vertical and horizontal planes;
*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;
*22.2 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;
*22.2.3 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;
*23 In addition to the medical stores required by section 23, a compact stretcher should
be carried on a pilot vessel.
*25.8 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,
industrial personnel and crew. For non-seagoing pilot boats, seating, commensurate with
the vessels expected operating conditions, should be provided for all passengers,
industrial personnel and crew;
*26.5 Subject to Marine Guidance Note MGN 50 (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 for appropriate first aid or emergency first aid
training in accordance with Regulation 3(2) of the Health and Safety (First Aid)
Regulations 1981 (SI 1981 No.917) and the Health and Safety Executive publication
“First Aid at Work – Approved code of Practice” 2013 editionfootnote.
25.7 Vessels Fitted with Diver Lifts
25.7.1. The installation of the diver lift may require an alteration to the construction
of the vessel and may, as a result, alter the strength of the construction. The
requirements of 27.11.5 should be considered.
25.7.2. The installation of the diver lift may also alter the stability of the vessel
and the integrity of the bulwarks. The stability should be assessed considering the
installation of the lift and the weight that it is certified to carry.
25.7.3 The deployed lift system on a transom, in air, with the maximum intended number
of divers fully equipped, should not cause a reduction in freeboard at the aft end of
more than 50% of the minimum permitted freeboard.
25.7.4 When conducting a heel test, the deployed lift system, in air, with the maximum
intended number of divers fully equipped, should not cause the vessel to exceed 7
degrees heel. If a heel angle of more than 7 degrees is accepted by the Certifying
Authority, the criteria of 11.4 of this Code must be complied with.
25.7.5 Diver lifts are considered as “person retrieval systems” under section 11.6 of
this Code.
25.7.6 The lift will be subject to the requirements of the Merchant Shipping and Fishing
Vessels (Lifting Operations and Lifting Equipment Regulations) 2006, SI 2006/No. 2184,
as amended. It may also be subject to the Merchant Shipping and Fishing Vessels
(Provision and Use of Work Equipment) Regulations 2006, SI 2006/No. 2183, as amended.
See 22.1.2 and 25.4.16 for further guidance.
25.7.7 Additional guidance on personnel lifting equipment can be found in the MCA's Code
of Safe Working Practice for Merchant Seafarers, Ch.19.
25.7.8 For vessels engaged in diving operations, all practicable precautions should be
taken by the owner/managing agent and the Master to minimise the risk of persons in the
water receiving injury from rotating equipment. The risk is particularly significant
where stern entry and exit of the vessel is the operational system.
25.7.9 Special consideration should be given to ensure that the diver and/or equipment
cannot become crushed, trapped or struck and that the lift is controlled at all stages
of ascent and descent. Safe means of access from the water should also be considered.
25.7.10 For the purpose of assigning a Safe Working Load, this should relate to the
specific diving operations to be carried out but with a minimum SWL of 150kg per diver.
The overload test should be carried out at 2 x SWL.
25.8 Workboats Operating at Speed or Operating in a Planing Mode
25.8.1 Where a vessel is to be operated at speed, or operated in a planing mode,
it must be suitably constructed for that purpose, noting the requirements of section 4.
25.8.2 The Certifying Authority should ensure that vessels have suitable inboard
seating for all persons on board that allow them to effectively brace themselves and
provide lateral support, which should be located so that persons avoid the greatest
shock loads. These loads will normally be greatest at the forward part of the vessel.
Owner/managing agents should remind persons to remain seated (or stood over jockey
seats, as appropriate) during operation unless moving about the boat for a specific
purpose. Owner/managing agents of RIBs and open boats should ensure that persons only
sit in designated seats. Inboard seats do not include the gunwale or the tubes of a
vessel fitted with a buoyant collar.
25.8.3 Appropriately positioned handholds and foot placements can improve the
ability for persons to brace effectively.
25.8.4 Further guidance can be found in the publications “Small Passenger Craft
High Speed Experience Rides”footnote, “Passenger Safety on Small Commercial High Speed
Craft”footnote and MGN 436 (M+F)footnote.
25.8.5 A risk assessment should be carried out to mitigate the hazards of whole
body vibration and that the exposure limits in the Merchant Shipping and Fishing Vessels
(Control of Vibration at Work Regulations) 2007 are not exceeded. Reference should be
made to section 22.1.2.2.
25.9 Offshore Energy Service Vessels
25.9.1 Structural Strength
25.9.1.1 Offshore Energy Service Vessels (OESVs) should be designed, built and
maintained to take account of the specific global and local loads to be encountered in
service. Some specific requirements are specified below - 25.9.2 & 25.9.3.
25.9.2 Bow Contact for Personnel or Cargo Transfer
25.9.2.1 When the vessel is intended for operations to transfer personnel / industrial
personnel or cargo over the bow, the bow structure should be suitably arranged and
strengthened for this purpose.
25.9.2.2 Foredeck and bow fendering arrangements are to be suitably arranged to minimise
the risk to industrial personnel / personnel engaged in transfer operations. Special
care should be taken in the arrangement of handrails, ‘step-across’ arrangements and
flush deck fittings positioned within walkways.
25.9.2.3 Bow structures supporting fenders for bow push up operations are to be robust.
Deck, wet-deck, bulwarks and framing should be designed to accommodate the foreseen
dynamic loads.
25.9.2.4 Bow structures are to be designed for contact with a single 350mm diameter
vertical bar.
25.9.2.5 For general guidance, the minimum quasi-static design loads on the bow
structures are to be:-
-
0.4 x Displacement along the axis of the vessel
-
0.2 x Displacement vertically
-
0.2 x Displacement transversely
These loads are to be applied as independent loading conditions.
25.9.2.6 Calculations to demonstrate that the bow structures will not yield or buckle
when subject to the loads defined above are to be submitted to the Certifying Authority
for consideration and approval.
25.9.3 Drivetrain Foundations and Reinforcement for Bow push-up Operations
25.9.3.1 When the vessel is intended for push up operations to transfer personnel /
industrial personnel and cargo, the structure in way of main propulsion machinery, shaft
bearings, A and P brackets, propellers and rudders should be suitably arranged and
strengthened taking into account the possibility of contact shock loading.
25.9.3.2 Vessels often operate at high engine power with no boat speed during push up
operations. Operating this way can lead to high local vibrations from the propeller at
zero speed, maximum thrust. This may affect propulsion performance, shorten component
life and may expose crew to excess vibration.
When intended for this type of operation, the structure in way of main propulsion
machinery and stern gear should be carefully considered to avoid vibrations which could
damage the local and surrounding structure. The structure should be robust with
scantlings in excess of those typically required from a recognised Classification
Society. The panel size should be small to minimize any potential for resonance.
Connection details should be carefully considered to minimise stress concentrations.
25.9.4 Automatic Identification Systems (AIS)
25.9.4.1 A vessel which operates more than 20 miles from land (Area
Category 0, 1 or 2) should be provided with a suitable AIS transceiver Class ‘A’ AIS the
equipment should be installed in accordance with manufacturers guidelines and IMO
COMSAR/Circ.32footnote. See 18.4.3 for guidance on testing.
25.9.5 Visibility
25.9.5.1 All docking, personnel, cargo, stores and fuel transfer activities should be
visible from the helmsman's position. Visibility should be adequate in both the vertical
and horizontal planes.
25.9.6 Personnel Safety
25.9.6.1 Transferring personnel should have a safe, clear passage to the embarkation
station
25.9.6.2 Due attention should be paid to the safety of transfer personnel / industrial
personnel by thorough briefing and by continual assessment throughout the voyage, with
due regard to the ambient sea conditions and with due account of the effects of whole
body vibration.
25.9.6.3 For vessels engaged in personnel transfer at sea to offshore structures (e.g.
of industrial personnel), individual ergonomic seating should be provided for all
persons on board, with due regard to the provision of seat belts, headrests, footrests
and movable armrests following a comprehensive Risk Assessment. For smaller,
conventional vessels further mitigation measures to reduce the effects of vibration,
such as shock absorbent seating.
25.9.6.4 Efficient means should be provided for the retrieval of any person who falls
overboard with means to bring the person in the water to the retrieval point. Where
practicable, the arrangement should enable the person to be retrieved as quickly as
practicable in order to reduce the risk of heart failure associated with hypothermia.
The quality of materials, design and workmanship of construction of the 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.);
Arrangements should be provided to protect a person in the water from injury by the
propeller(s). This may be by means of operational procedures which include the means to
stop the propeller immediately.
Rescue retrieval equipment should be demonstrated by regular functional tests carried
out under controlled safe conditions and recorded, at least every three months. Refer
also to section 22.7.
25.9.7 Anchor(s)
High speed, twin propulsion OESVs may operate with only one anchor. The size of the
anchor is to be agreed between the Owner / Builder and the Certifying / Class Authority.
Minimum size and weight of anchor and chain to be in accordance with that required by a
recognised Classification Society for a vessel of that size, shape and displacement, see
also 20.5.3.1.
25.9.8 Carriage of Dangerous Goods
25.9.8.1 Where Packaged Dangerous Goods under the International Maritime Dangerous
Goods (IMDG) Code are carried for use in connection with the maintenance of offshore
structures, appropriate certification must be carried as required in section 29, to
the satisfaction of the Administration.
25.9.8.2 Third party carriage of Dangerous Goods (e.g. by industrial
personnel carrying equipment in personal hand baggage). At the point of embarkation
the industrial personnel and passengers (note restriction in 29.1.6) should declare
the contents of their baggage to the Master/crew of the vessel and any dangerous
goods would have to be included in the quantities permitted under 29.3.2 and the crew
should take the appropriate action for safe stowage. Operators should bring this
requirement to the attention of industrial personnel and passengers i.e. by providing
relevant signage posted at the point of embarkation.
25.10 Vessels operating with a Small Commercial Vessel Certificate wishing to operate
as “Light Duty Workboats”
25.10.1 Vessels certified under another Small Commercial Vessel Code may be issued with
a Light Duty Workboat Certificate (see Appendix 15), for the same “Area Operating
Category” for which it is already certified under that Code or Standard. This is subject
to the continued validity of the vessels existing certification. These vessels however
should meet the manning and training and other operational requirements of the Workboat
Code.
25.10.2 The intention of section 25.10 is principally to accommodate those vessels that
are necessarily issued with other certification under the Small Commercial Vessel Codes
of Practice due to the types of their core operation whilst applying appropriate
technical, manning and training standards to address the full range of operations
undertaken by small workboats.
25.10.3 A vessel issued with a Light Duty Workboat Certificate is not required to have
an approved Stability Information Booklet unless this is a requirement of the applicable
Code of Practice.
25.10.4 Such vessels must not:
- Carry more than 1 tonne of cargo;
- Be fitted with a crane or other lifting device;
- Tow vessels greater than twice their own displacement;
- Carry out frequent towing duties;
- Carry out duties that impose severe local structural loadings e.g. static pushing
operations; or
- Carry dangerous goods.
25.10.5 In order for light duty workboats to be engaged in towing (beyond force majeure)
the Certifying Authority must examine towing equipment as required by section 25.2 of
this Code and be restricted to towing in harbour or inshore areas and meet the relevant
part of section 11.7 of this Code.
25.10.6 Refer to section 27.7.3 for examination requirements.
25.10.7 Where a vessel falls outside of the limitations in 25.10.4 a Workboat Code
Certificate will be required.
25.11 Commercial Sailing Vessels
25.11.1 It is appreciated that there are a small number of small sailing vessels in
commercial use other than recreational vessels e.g. sailing cargo ships. These can be
certificated under this Code, but the special requirements related to sailing, including
stability, weathertight integrity, etc. should be as per the equivalent requirements of
the Small Commercial Vessel Codes of Practice, or any subsequent Code published by the
MCA. Guidance should be sought from the Administration on the survey and certification
of these specialist vessels.