Marine Guidance Note
MGN 430 (F)
FISHING VESSELS: Checks on Crew Certification and Drills
Notice to all Owners, Operators, Managing Agents, Skippers and Crew
This Note should be read in conjunction with MGN 411 - Training and Certification Requirements for the Crew of Fishing Vessels and their applicability to Small Commercial Vessels and Large Yachts, MSN 1770, The Code of Safe Working Practices for the Construction and Use of 15m Length Overall to less than 24m Registered Length Vessels, the Fishing Vessels (EC Directive on Harmonised Safety Regime) Regulations 1999, No.2998 as amended by SI 2003/1112 and the Fishing Vessels (Safety Provisions) Rules 1975, as amended.
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Summary. This Note provides guidance on the checks that MCA surveyors will make regarding crew certification and drills. Surveyors will:
The Note sets out various scenarios for different types of emergency drills, which the MCA surveyors may ask to see, sets out what the crew need to demonstrate and the key issues a surveyor will be looking at. The Note sets out the guidance on possible requirements of skippers and crew during emergencies which can be demonstrated during drills and musters. It should be noted that this guidance is generic and it is the owner, skipper and crew who should decide what steps are necessary and who should undertake them. |
Fishing vessels – Crew certification and emergency drills
1. Introduction
1.1.The Marine Accident Investigation Branch (MAIB) report entitled “Analysis of UK Fishing Vessel Safety 1992 to 2006” recommends that the MCA ensures that the current mandatory training requirements for fishermen are strictly applied. Other accident reports have highlighted the lack of emergency procedures and the need to carry out drills which are a statutory requirement. Owners, skippers and crew should note that it is the flag state’s responsibility (i.e. the MCA for UK flagged vessels) to take such measures as it may deem necessary to ensure that crews are adequately trained in their duties in the event of emergencies.
2. Actions by Surveyors
2.1 Surveyors who undertake surveys or inspections on fishing vessels will check the following documents in particular before endorsing or renewing United Kingdom Fishing Vessel Certificates or International Fishing Vessel Certificates.
2.2 Further guidance on the requirements set out in 2.1 above can be found in MGN 411.
2.3 Surveyors will also check that when the crew is greater in number than five, there is in place a written health and safety policy and that risk assessments have been completed for the various operations undertaken on board. Both these requirements are contained within SI No. 1997/2962 - Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations 1997. Without a written policy and assessments, operators will have no evidence or defence that they have actually met their obligations.
2.4 Attending surveyors will also witness the crew undertaking suitable emergency drills. Guidance for surveyors, skippers and crew specific to fishing vessels is annexed to this notice. If practicable, and when there is no evidence that drills have been conducted and it is considered the crew are not trained for an emergency, vessels will be asked to proceed from the harbour to a safe anchorage to undertake anchoring drills. This increases the validity of the drill and provides a more challenging, realistic environment. The attending survey will take into account the weather conditions and other safety aspects when deciding if the vessel will be asked to proceed from harbour for a drill.
2.5 In addition, attending surveyors will satisfy themselves that the emergency drills as required by either the Fishing Vessels (EC Directive on Harmonised Safety Regime) Regulations 1999 SI No. 1999/2998 as amended, the Fishing Vessel (Safety Provisions) Rules 1975 SI No. 1975/330 as amended or by MSN1770(F) have been carried out and correctly documented.
2.6 Providing that all of the above are found to be satisfactory and in accordance with the relevant legislation for vessels of 15m Length overall and above, the vessel’s certificate may be renewed/endorsed. If however any of the above is found to be unsatisfactory or not proven then it will be noted on the Report of Inspection/Survey as a deficiency and the vessel’s certificate will not be renewed or endorsed until drills are completed satisfactorily.
Action by Owners
2.7 In respect of fishing vessels of less than 15m Length Overall, from 1 July 2010 the MCA now issues a Small Fishing Vessel Certificate. If your vessel was inspected on or after this date you will be required to present a copy of this Certificate to the Register of Shipping and Seamen (RSS) as proof of compliance with the Small Fishing Vessel Code MSN 1813 when registering or re-registering your vessel. Vessels inspected before 1 July 2010 will need to present the Report of Inspection (MSF 1606) which would have been provided to the owner at the time.
More Information
Fishing Vessels Safety Unit
Vessel Policy Branch
Maritime and Coastguard Agency,
Bay 2/30
Spring Place,
105 Commercial Road,
Southampton,
SO15 1EG.
Tel :+44 (0) 23 8032 9154.
Fax : +44 (0) 23 8032 9104.
e-mail:fishing @mcga.gov.uk.
General Inquiries:infoline@mcga.gov.uk .
MCA Website Address: www.mcga.gov.uk .
File Ref:MS88/1/426
Published:January 2011
Please note that all addresses and
telephone numbers are correct at time of publishing.
© Crown Copyright 2011.
Safer Lives, Safer Ships, Cleaner Seas.
Annex to MGN 430 - Fishing vessels – Crew certification and emergency drills
The investigations by the MAIB include incidents where crews have had to abandon ship in extremely poor weather conditions. One vessel grounded on a lee shore with engine trouble, another caught fire, and another took on a great deal of water whilst preparing to fish in heavy weather.
It is mandatory that emergency drills be carried out monthly on all United Kingdom fishing vessels over 15 metres Length Overall and a record of these drills should be entered into the vessel’s log book. An entry should be made if one of these drills has been missed along with a reason why. An emergency drill should also be carried out when a new crew member joins the vessel.
The following is guidance for musters and drills witnessed during inspections and surveys.
The emergency drill could take the form of:-
The drill should refresh basic safety training and add an element of reality of working as part of a team onboard their own vessel. In witnessing a safe and effective drill, it is important that as many of the regular crew are present as possible.
Drills cannot replace the written risk assessment but are a vital part of the necessary control measures within that risk assessment.
It is essential that all crew members undertake drills and play their part in the safe day to day running of the vessel.
Anchor Drill
Purpose
If practicable, and taking into account the considerations in paragraph 2.4 of this MSN, the vessel will proceed from the harbour or dock to a safe anchorage position where an anchoring drill will be carried out.
The crew will demonstrate:
Scenario
The vessels steering gear has failed in the fairway into a busy harbour. Bring the vessel to anchor and show the correct day signal.
Key Issues
The key issues are:
Muster Stations Drill
Purpose
The crew will demonstrate:
Scenario
The vessel will simulate working conditions as if the vessel were fishing with crew asleep in cabins. The crew alarm will be activated and the crew will go to muster stations dressed appropriately to abandon ship, with warm clothing and lifejackets correctly donned.
Crew “asleep” in the cabin will exit the cabin using the emergency escapes. The “duty watch” will close all doors and vents on way to the muster station.
Key Issues
The key issues are:
The crew will be accounted for and a report made to the skipper.
Liferafts will be “made ready” to deploy manually but will not be deployed.
Lifejacket Storage Position
Careful thought needs to go into deciding where to store the lifejackets, they need to be stored where there is airflow and where they will not get damp. Access to the lifejackets should be the main concern of the crew, they will be using emergency exits and access to inside the vessels should not be allowed. Can the crew therefore access the lifejackets easily?
Lifejacket donning instructions should relate to the lifejacket types carried on the vessel. More than one type of lifejacket means displaying more than one type of lifejacket donning instructions which need to be displayed where the lifejackets are stored and in crew areas.
Misuse of the Emergency Alarm
The emergency alarm should be distinctly different from the call system used to call the crew out on deck to haul the gear.
Fire Drill
Purpose
To demonstrate:
During this fire drill the main fire fighting hoses will be deployed and demonstrated. Once the surveyor is satisfied that the condition of the hoses and nozzles are to standard then the vessel will simulate “dead ship” and the emergency lights, fire hoses and equipment will be tested.
Scenario
Fire reported in area of high fire risk e.g. engine room, galley or spaces with electrical heaters. Prepare to fight the fire and prevent the fire from spreading to other areas of the vessel.
Key Issues
The key issues are
Man Overboard Drill
Purpose
To demonstrate
Scenario
The crew will undertake a “man overboard” drill and will launch and man the rescue boat. The rescue boat will be readied and swung out to a side specified by the attending surveyor and launched into the water in a safe and controlled manner.
A member of the crew is believed to fallen overboard and has not been seen for some time. The attending surveyor will indicate when this crew man was last seen and if the crewman was seen to have fallen overboard.
Key Issues
The key issues are
On completion of this drill the rescue boat will be recovered to the vessel and readied for immediate use.
Man Overboard Recovery System
There are several “man overboard” recovery systems in use on board fishing vessels at this time, Jason’s Cradle and Markus Net to name just two. These systems are permitted to replace rescue boats only when an exemption has been applied for and granted.
Crews should be well trained in the use of these systems and appreciate the limitations of the use of these recovery systems in poor weather conditions as well as fine.
Key Issues
The key issues are:
Annex 2 – Guidance on Drills for different types of emergencies
Man Overboard Guidance
The following provides guidance on the actions of the vessel’s skipper and crew. These actions are generic and may vary from vessel to vessel and it is recommended that you identify the requirements particular to your vessel through practice drills.
General Requirements of All:
Skipper:
Mate:
Fire Fighting Guidance
The following provides guidance on the actions of the vessel’s skipper and crew. These actions are generic and may vary from vessel to vessel and it is recommended that you identify the requirements particular to your vessel through practice drills.
General Requirements of All:
Skipper:
Mate:
Engineer:
Taking Water or Sinking Guidance
The following provides guidance on the actions of the vessel’s skipper and crew. These actions are generic and may vary from vessel to vessel and it is recommended that you identify the requirements particular to your vessel through practice drills.
General Requirements of All:
Skipper:
Mate:
Engineer:
Collision or Grounding Guidance
The following provides guidance on the actions of the vessel’s skipper and crew. These actions are generic and may vary from vessel to vessel and it is recommended that you identify the requirements particular to your vessel through practice drills.
General Requirements of All:
Skipper:
Mate:
Engineer:
Abandon Ship Guidance
The following provides guidance on the actions of the vessel’s skipper and crew. These actions are generic and may vary from vessel to vessel and it is recommended that you identify the requirements particular to your vessel through practice drills.
General Requirements of All:
Skipper:
Mate:
Abandoning the Vessel
If possible survival craft should be boarded dry, but if it is necessary to abandon a vessel by jumping directly into the water, the following procedure should be followed.
Hold lifejacket, block off nose and mouth, keep feet together, check below, avoid obstructions, jump feet first, look ahead parallel to horizon, attempt to land near and slightly ahead of survival craft. Do not jump into boats or on top of liferafts, the contents could cause you serious injury.
In the Water
A survivor in the water should swim away from a sinking vessel as quickly as possible since when it founders wreckage and debris may surface with great force along with oil.
Get out of the water as soon as possible and remember swimming increases the rate of heat loss, try to avoid any likelihood of hypothermia.
Annex 3 – Muster Lists explained
Muster List
Muster lists are to inform the seaman where to go and what to do in the event of an alarm and one of the first tasks of a new crew member is to find out where he is expected to muster and his duties in the event of an alarm sounding.
The lists should contain the information required to muster the crew together at any given moment. Use of bunk or cabin numbers will enable the crew to establish their muster point and save you time on making new lists when crew leave or join the vessel. Don’t forget to allow for additional crew members or other persons carried. Keep muster points to a minimum and in areas easily monitored from the wheel house.
Lists should also clearly state initial duties and responsibilities in the case of an emergency. Crew mustered at the liferafts deck should prepare the liferafts for manual launching when the command has been given. The Chief Engineer will close up engine room and ensure all vents and fans throughout the vessel are shut down.
The pages at the end of this notice contain muster lists for vessels with small or large crew numbers.
Muster lists are in three stages which are:
Stage 1: Muster Station
At the sounding of any alarm the crew will dress in warm clothing suitable to abandon ship and a lifejacket (with light) donned appropriately and proceed to allocated muster stations and remain there until released. Crewmen turning up with T-shirts will not last long in a liferaft in the winter and even summer nights can be cold enough to induce hypothermia.
En-route to their muster stations all crew will close and secure doors, ventilators and undertake their emergency task before arrival at their muster station. Crew allocated a muster station at a liferaft or lifeboat stowage position will prepare the craft for manual deployment, not deploying until ordered to do so by the skipper or ship’s officer.
Consideration should be given both to the boarding of the liferafts when deployed and the positioning of boarding ladders may be beneficial.
The actions for Stage 2 will vary depending on the nature of the emergency. Therefore two options for Stage 2 are set out below.
Stage 2: Fire Fighting
Once all the crew have been accounted for and liferafts / lifeboats deployed and readied for use the crew guided by the mate will undertake fire fighting duties as detailed and practiced. At least two crew members should be allocated to breathing apparatus and the safety line signals should be known by all. The skipper will be busy enough transmitting safety or distress traffic on the vessel’s radio equipment. Ensure all vents are closed including those which may be within the winch or other deck housing; all vent fans should be stopped.
A further muster of the crew should be undertaken before firing of the CO2, or other fire smothering gas, to ensure that no persons are in the space about to be filled with the gas. Evacuation of the immediate area of the gas bottles should also be considered due to possible leaks from the valves. Gas bottles should be checked to confirm that the gas from all bottles has been deployed, a “tell tale” sign would be “frosting” of the bottom of each bottle.
Stage 2: Man Overboard
Lookouts should be posted and communications agreed; the first aid kit, recovery system and blankets should be available and deployed. A course should be plotted, reversed and Pan Pan or Mayday DSC alert and voice broadcast sent. The crewman who is suspected to have fallen overboard should be identified and the crew questioned as to last sighting of this person.
The vessel should be searched to ensure that the crewman is not still on board.
Stage 3: Abandon Ship
The order is to be given by the skipper or master and relayed to the crew via the mate or ship’s officers. Where possible announcements by tannoy should be avoided as it is likely to induce panic. Information should be given on the muster list as to which liferaft or lifeboat that each crew member is assigned.
At the order given by the skipper the crew will prepare to abandon ship, no crew member will be given access to the inside of the vessel but will proceed to their designated liferaft or lifeboat. All lifeboats or liferafts should be launched if possible and manned, not forgetting the EPIRB, additional first aid kit, additional distress flares, portable VHF radios and the SARTs if carried. Some crew members will have been allocated special tasks, deploy EPIRB or take additional flares, first aid kit or SART.
The liferafts should be secured together where possible and remain in the vicinity of the vessel or the last known position which was broadcast with the distress message or DSC information. Consideration should be given to a “grab bag” prepared with “goodies” such as bottled water and tinned high energy chocolate or sugar sweets. Remember survival course training regarding safety and hypothermia.
The following pages are examples of muster lists. You should prepare your own muster lists based on your own vessel layout, equipment and number of crew.
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