Author - Karl Pizzey

Telemedical Advice Service (TMAS) - Dave Moss Photography

Telemedical Advice Service (TMAS)

MGN 623 (M+F) Telemedical advice service (TMAS) for ships at sea

In December 2019, the UK Government MCA released the MGN 623 (M+F) Telemedical Advice Service (TMAS) For Ships At Sea to comply with the EU legislation on minimum safety and health requirements. This MGN replaced the previous published and now withdrawn MGN 225 (M+F) Radio medical advice for ships at sea. Below is some extracts from the MGN 623 (M+F) Telemedical Advice Service (TMAS) and further information can be found on the link at the bottom of the page.

How do you obtain telemedical advice?

How to obtain telemedical advice (previously MGN 225 (M+F) Radio medical advice for ships at sea -This publication was withdrawn on 19 December 2019 ) when a medical incident or medical emergency arises at sea.

Who is MGN 623 (M+F) Telemedical advice service (TMAS) for?

Notice to all Shipowners, Ship Operators and Managers, Masters, Skippers of Fishing Vessels and Pleasure Vessels and all Seafarers .

What it is MGN 623 (M+F) Telemedical advice service (TMAS) all about.

This Marine Guidance Note provides information on how to obtain telemedical advice (previously Radio Medical Advice) when a medical incident or medical emergency arises at sea. It explains that contact should first be made with HM Coastguard, who will then put the caller in touch with one of the UK’s designated TMAS providers.

1. European legislation on minimum safety and health requirements for improved medical treatment on board vessels (Council Directive 92/29/EEC) requires Member States to designate one or more centres to provide telemedical advice to ships. For the UK, the officially designated providers are at Queen Alexandra Hospital, Portsmouth and at Aberdeen Royal Infirmary.

2. Telemedical advice is available free of charge to provide support in cases where an individual suffers either illness or an accident at sea. The advice is intended to supplement the first aid training of the ship’s crew and the written guidance that is available, such as the Ship’s Captain’s Medical Guide (SCMG), and may also be necessary to support the person in charge of medical care on board the vessel through a medical procedure.

How do i access medical advice?

To obtain telemedical advice Masters and Skippers should first contact HM Coastguard. Contact should be made on either MF DSC, VHF DSC or VHF Channel 16. GMDSS compliant satellite voice communications systems, or mobile phones, can be used for medical advice or assistance, but should not be relied upon as the only means of communication. The telephone numbers to contact HM Coastguard are +44 344 3820026 and +44 208 3127386.

Urgent calls for assistance may be broadcast using the normal Urgency prowords "PAN PAN " as follows :

  • "PAN PAN" x3
  • "All Stations" x3 OR
  • Individual Coastguard / Coast Station x3 (If name known)
  • "This is [ship name]" x3
  • "Call Sign ………."
  • "MMSI …….." "I require medical advice"
  • "Over"

For the full M Notice click here

For more information on the MGN 623 (M+F) Telemedical Advice Service (TMAS) For Ships At Sea you can contact the Seafarer Safety & Health Branch at the Maritime and Coastguard Agency,

Published: December 2019 by the MCA, Southampton. Contains public sector information licensed under the Open Government Licence v3.0.

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FISHING VESSEL AARON & MELISSA II (NTSB 2019)

FISHING VESSEL AARON & MELISSA II SINKS IN THE GULF OF MAINE

Fishing vessel Aaron & Melissa II sinks in the Gulf of Maine, 70 nautical miles southeast of Portland. (NTSB accident ID DCA19FM006.)

The National Transportation Safety Board (NTSB) has released a Marine Accident Brief about the November 2018, flooding and sinking of the fishing vessel Aaron & Melissa II approximately 70 miles southeast of Portland, Maine, while transiting to fishing grounds during a storm with gale-force winds. 

The 76.2 ft (23.22 m), steel-built fishing vessel  had 4 crew on-board at the time of the incident.
Environmental damage: 3,000 gallons of fuel and lube oil.

“About 0800 local time on November 14, 2018, the fishing vessel Aaron & Melissa II sank approximately 70 miles southeast of Portland, Maine, after it flooded while transiting to fishing grounds during a storm with gale-force winds. All four crew members abandoned ship and entered an inflatable life raft when attempts to dewater the vessel proved unsuccessful; they were later rescued by a US Coast Guard helicopter. One deckhand received minor injuries. Approximately 3,000 gallons of fuel and lube oil were discharged. The loss of the vessel was estimated at $650,000.”

(NTSB 2019)

Looking at the probable cause of the incident the NTSB concluded the following:

“The National Transportation Safety Board determines that the probable cause of the flooding and sinking of the fishing vessel Aaron & Melissa II was the captain’s decision not to return directly to port with forecasted gale-force conditions, combined with the clogged bilge system, which prevented the crew from dewatering the flooded lazarette.”

(NTSB 2019)

As in most incidents you will find multiple contributary factors that when combined can lead to a major incident as in this case, the clogged bilge system along with adverse weather was enough to lead to the vessel sinking.

It is also worth mentioning that the repairs during January 2018 in drydock a doubler was (Second welded plate) added to rectify a problem they had with through hull wastage had likely also been a contributory factor as it was noted that water ingress was seen before and during the storm.

Lessons from this for surveyors would be to ensure that bilge systems are working, and alarms are working when you are surveying the vessels, test all bilge alarms, not just a few. The other thing to think about is, should a double plate really be used as a definitive repair? Or should it have been cropped out and a new steel plate of the same grade and thickness as the original specification been inserted?

Bibliography

National Transportation Safety Board (2019). NTSB accident ID DCA19FM006. Flooding and Sinking of Fishing Vessel Aaron & Melissa II. [Online] Available at : https://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1934.pdf (accessed 04/11/2019).

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A date for your diary regarding Survival craft safety: The IMO have adopted new procedures for the maintenance and inspection of life-saving appliances.

Survival craft safety: SOLAS amendments adopted

A date for your diary regarding Survival craft safety: The International Maritime Organisation have adopted new procedures for the maintenance and inspection of life-saving appliances that will come into force 1st January 2021.

The objective of these Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances
and release gear (the Requirements) is to establish a uniform, safe and documented standard for maintenance, thorough examination, operational testing, overhaul and repair of the equipment specified below:

These Requirements shall apply to the maintenance, thorough examination, operational testing, overhaul and repair of:

  • lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and launching appliances and on-load and off-load release gear for lifeboats (including primary and secondary means of launching appliances for free-fall lifeboats), rescue boats, fast rescue boats and davit-launched life-rafts.

Maritime Safety Committee (MSC), 96th session, 11-20 May 2016 

The MSC adopted amendments to SOLAS regulations III/3 and III/20 to make mandatory the Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, which were also adopted at the session.  This package of provisions, with an expected entry into force date of 1 January 2020, aims to prevent accidents with survival craft and addresses longstanding issues such as the need for a uniform, safe and documented standard related to the servicing of these appliances, as well as the authorisation, qualification and certification requirements to ensure that a reliable service is provided. The adoption of the amendment and requirements for maintenance, thorough examination, operational testing, overhaul and repair represents the culmination of some ten years work on the issue. The intention is to ensure that seafarers can be confident that they can fully rely on the IMO-mandated life-saving appliances and equipment at their disposal .

Maritime Safety Committee (MSC), 96th session, 11-20 May 2016

For the full RESOLUTION MSC.402(96) - REQUIREMENTS FOR MAINTENANCE, THOROUGH EXAMINATION, OPERATIONAL TESTING, OVERHAUL AND REPAIR OF LIFEBOATS AND RESCUE BOATS, LAUNCHING APPLIANCES AND RELEASE GEAR click here to download the PDF

Need to obtain a copy of the latest copy of SOLAS Consolidated Edition 2014, buy your copy here or if you require this to be delivered outside the United Kingdom please contact us on  +44 (0)1472 826820 or via email [email protected]

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Diploma in Small Craft Surveying -starting 19 November 2019 and Delivered online with the support of leading industry experts

Diploma in Small Craft Surveying

The Diploma in small craft surveying has specifically enabled over 3,000+ participants to specialise in small craft surveying and focuses on vessels up to 24 metres in registered length. The detailed syllabus provides marine surveyors, potential marine surveyors and associated maritime professionals with a qualification that gives them the knowledge to assist personal and professional development.

Over the 12 months of the course you will explore:

  • The topics of specific concern to this part of the industry.
  • The practicalities of surveying smaller vessels.
  • Legislative issues, regulatory bodies, codes and conventions specific to small craft.
  • Technical skills required to preform various survey types.
  • Commercial skills and knowledge required to run a successful surveying business.

In addition, this professional development diploma also assists future surveyors build their subject knowledge, not just from seafaring professionals but from non seafarers that have the academic ability and interest in learning about the surveying of small craft.

When: 19 November 2019
Where: Delivered online with the support of leading industry experts
Duration: 12 months
Qualification: Lloyd’s Maritime Academy Professional Development Diploma, awarded by North Kent College

Ideal for:

  • Captains
  • Chief Engineers
  • Chief Officers / First Officers
  • Directors
  • Managing Directors
  • Marine Surveyors
  • Masters
  • Principal / Ship Owners
  • Self Employed
  • Surveyors
  • Technical Surveyors

10 MODULES AVAILABLE & 4 SPECIALIST MODULES

  • Introduction to Small Craft Surveying
  • Naval Architecture for Small Craft
  • Small Craft Engineering & Systems
  • Stability of Small Craft
  • Small Craft Surveys and Repairs
  • Survey Management and Reporting
  • Health & Safety for Surveyors
  • Marine Law relating to Surveying & Surveyors
  • Marine Insurance for Surveyors
  • Business Skills for the Surveyor
  • SPECIALIST MODULE A: Inland Waterways and Canal Craft
  • SPECIALIST MODULE B: Power Leisure and Sail Leisure Vessels
  • SPECIALIST MODULE C: Fishing Vessels
  • SPECIALIST MODULE D: Small Commercial Craft

KEY INFORMATION

When does it start and how long is the course?
The course is 12 months long and the modules are released online, one every month. The next available start date is 189th November 2019.

What are the entry requirements?
Participants should be able to prove a minimum achievement of A-Level or equivalent plus at least one year of industry experience in a similar or related field. However those without formal qualifications who demonstrate a number of years of relevant industry experience are welcome to apply. Skills in writing in English and academic reports.

How is the course assessed?
The course is assessed through a mixture of written course work and online tests. Written assignments are submitted online and written feedback is provided by the marker.

How much does it cost?
Please go online to www.lloydsmaritimeacademy.com/scs and see the fees page for full details. An interest-free instalment plan is available. Please contact Lloyd's Maritime Academy for further information.

How is the course assessed?
The course is assessed through a mixture of written course work and online tests. Written assignments are submitted online and written feedback is provided by the marker.

How much does it cost?
Please go online to www.lloydsmaritimeacademy.com/scs and see the fees page for full details. An interest-free instalment plan is available. Please contact Lloyd's Maritime Academy for further information.

Recognised by the The Society of Consulting Marine Engineers and Ship Surveyors (SCMS) as contributing to an individual member’s CPD requirements.Recognised by the The Society of Consulting Marine Engineers and Ship Surveyors (SCMS) as contributing to an individual member’s CPD requirements.

institute of marine engineering science and technology Recognised by the Institute of Marine Engineering Science and Technology (IMarEST) as contributing to an individual member’s CPD requirements.

Recognised by RINA as contributing to CPD requirementsRecognised by The Royal Institution of Naval Architects (RINA) as contributing to CPD requirements

Recognised by the The Society of Consulting Marine Engineers and Ship Surveyors (SCMS) as contributing to an individual member’s CPD requirements.

Lloyd’s Maritime Academy are partnered with The Society of Consulting Marine Engineers and Ship Surveyors (SCMS) and as a student who has successfully passed their Small Craft Surveying Diploma course you could,

  • Receive 50% off SCMS membership fee for new members who have completed the Diploma in Small Craft Surveying in the year of application
  • Receive 20% off SCMS membership for existing members who have completed the Diploma in Small Craft Surveying as part of their CPD in the year of doing the course

Visit the SCMS website for more information.

IN-COMPANY TRAINING

Cut costs while improving performance!
Ensuring a good return on your training investment is critical for all our clients and, whether delivered by distance learning or instructor led workshops, Larsens Marine Surveyors & Consultants can deliver the best training, at a competitive price and from a reliable partner.

At Larsens Marine Surveyors & Consultants we can provided training staff who are not only well versed, qualified and experienced in the training subject but who have also taken further external training known as “train the trainer”. Our trained staff have presented training material around the world including sessions in Europe, Scandinavia, Asia, America and the Far East to audiences as large as 300+ people and as small as a single company training session of just a few attendees. For further information take a look at our classroom based maritime courses, not sure the classroom is suitable then why not look at our training workshops solutions where Larsens Marine Surveyors & Consultants (LMSC) provide training workshops to address current topics and areas of concern to the marine industry. These training workshops are presented in a similar manner to classroom based courses but involve a greater level of interaction from the attendees and less direct lecture type material. Debates, discussions, guest speakers and hands on demonstrations all contribute to a productive outcome which benefits employees and employers not only in the aspects of education and training but also in professional networking whilst being able to openly and frankly discuss the various topics of the day.

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Confined Space Safe Practice (IACS Rec 72)

IACS Confined Space Safe Practice (IACS Rec 72)

Recommendation No. 72 - Rev.3 Dec 2018

This is an essential guide to best practice for confined space entry, providing details of appropriate personal protective equipment (PPE), safe entry policies and procedures, general hazards and atmosphere testing. Compiled by IACS, Confined Space Safe Practice contains detailed recommendations on all aspects of entering enclosed spaces safely. Covering topics such as safety entry procedures, atmosphere testing, PPE and general hazards, this guide to industry best practice also includes comprehensive additional guidelines and a handy checklist that can be used on board.

What is a confined Space?

"Confined space means a space that has any of the following characteristics:

  • limited openings for entry and exit;
  • unfavourable natural ventilation;
  • not intended for continuous worker occupancy.
    It may include, but is not limited to, boilers, pressure vessels, cargo spaces (cargo holds or
    cargo tanks), cargo space stairways, ballast tanks, double bottoms, double hull spaces, fuel
    oil tanks, lube oil tanks, sewage-tanks, pump-rooms, compressor rooms, cofferdam"

[Confined Space Safe Practice, Recommendation No. 72 - Rev.3 Dec 2018, Part one - Confined Space practices definitions, section 1.1, IACS Rec. 2000/Rev.3 2018 page 3]

What are the general hazards of a confined space?

Entry to and working within confined spaces presents the possibility of fatalities, severe
injuries and illness. The key hazards associated with confined spaces are:

  • serious risk of fire or explosion;
  • loss of consciousness from asphyxiation arising from dust, gas, fumes, vapour or lack
    of oxygen;
  • drowning arising from increased fluid levels;
  • loss of consciousness arising from a change in body temperature;
  • asphyxiation or suffocation arising from free flowing solid (engulfment) or the inability to
    reach a breathable atmosphere due to entrapment.

Surveyors will routinely enter confined spaces that are difficult to access due to small and/or narrow openings. There may be physical constraints within the space which must be considered, and the dimensions of the space itself may allow only restricted mobility. Given the usual enclosed and darkened nature of a confined space this activity ideally should not be carried out by personnel suffering from phobias (such as claustrophobia) or who are susceptible to panic or anxiety attacks.

[Confined Space Safe Practice, Recommendation No. 72 - Rev.3 Dec 2018, Part one - Confined Space practices definitions, section 2, IACS Rec. 2000/Rev.3 2018 page 4]

What is included in the document?

1 General
1.0 Guidelines for Safe Entry of Confined Spaces.
2 Confined Space Hazards
2.1 Hazardous atmospheres from the containment in tank
2.1.1 Oxygen deficient atmosphere
2.1.2 Flammable atmospheres
2.1.3 Toxic atmospheres
2.2 Work being performed in a confined space
3 Testing
3.1 General
3.2 Testing instruments
4 Ventilation
5 Isolation of space
6 General and physical hazards
6.1 Temperature extremes
6.2 Engulfment hazards
6.3 Noise
6.4 Falling objects
6.5 Slick/wet surfaces
7 Guidelines for use of personal gas detectors
7.1 Function test and full calibration
8 Survey preparation
8.1 Cleaning
8.2 Lighting
ANNEX - Checklist for Entry into Confined Spaces

For more information please see link: http://www.iacs.org.uk/publications/recommendations/61-80/rec-72-rev3-cln/

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Newly elected President of SCMS 2019

Newly elected President of SCMS

At the Annual General Meeting of the Society of Consulting Marine Engineers & Ship Surveyors (SCMS), held on 11th June 2019, Allan Larsen was duly elected as President of the Society.

Allan Larsen CEng,CMarEng,FRINA,FIMarEST
Managing Director at Larsens Marine Surveyors & Consultants Ltd and , Director and President of Society of Consulting Marine Engineers & Ship Surveyors (SCMS),

Allan has served a two year period as Vice President and will hold the position of President for twelve months. 
Mr Nick Gladwell becomes the Immediate Past President and Mr Marcus Lankford becomes Vice President. 

In his inaugural speech Allan thanked the Immediate Past President for setting a exemplary example as President. Allan also thanked the staff of the SCMS , the council and the committees which all contribute to the success of the society. 
In this month , June 2019, the SCMS reaches it's 25th year as a Certifying Authority of the Maritime & Coastguard Agency (MCA) and, in March 2020 the society will reach it's 100th anniversary. A great achievement on both counts. 

Allan discussed the modern era in which the society represents marine professionals and the maritime industry  and, commented on the fact that today, professional people tend not to attend meetings or industry social events such as dinners, in the numbers which they used to. This means that the society must modernise its approach to its important role in order to continue to meet the demands of clients and members, how we do this, says Allan, is important and will require careful consideration. 

Reflecting on the increasing number of members in the society Allan highlighted why he himself had become a member in 2013. He explained that leaving a large Classification Society at that time was a concern and that he wanted to find a way of bringing a level of confidence to future customers of his own . Having researched various options, the SCMS, with its interest in both small craft and large ships, seemed to be most suitable . He added that upon being accepted as a member of the SCMS he never for a minute imagined that in the not too distant future he would become Vice President and, President - but that he was very happy indeed to have been elected to these roles. 

In closing Allan commented that he would like the SCMS to continue for another hundred years and that he looked forward to playing his part in the future of the society.

Society of Consulting Marine Engineers & Ship Surveyors (SCMS)

Background history of the Society

In late 1919 a number of distinguished Marine Consultants in the UK considered that their profession would benefit from the creation of an appropriate professional Society to set standards and represent the active practitioners in the field. In March 1920 the Society was legally established as a professional body after the agreement of a Memorandum and Articles of Association.

The founders intended that it should be an association of experienced and established professionals who would be committed to the pursuit of excellence in the execution of their professional expertise. The Society represents an identifiable source of expertise and experience in maritime affairs through the high quality of its membership.

Aims and objectives of the Society

SCMS

The Society of Consulting Marine Engineers & Ship Surveyors was founded to provide a central organisation for Consulting Marine Engineers, Naval Architects and Ship Surveyors. The aims and objectives of the Society include:

  • The provision of a central organisation for those engaged in technical maritime affairs.
  • The supervision, promotion and protection of the mutual interests of the Society's members.
  • To encourage improved methods of surveying and drawing up of reports in line with developments and technology.
  • To improve and foster in commercial circles a higher sense of importance of ship and engine surveys and to encourage a greater degree of efficiency in those engaged in the same.
  • To provide opportunities for discussion amongst members and to give facilities for the reading of papers, the delivery of lectures and for the acquisition and dissemination, by other means, of useful information connected with the profession.

One of the principal objectives of the Society has been to ensure that its members have both the academic qualifications and the practical experience necessary for the proper execution of the professional services they offer. This objective is secured by requiring applicants for membership to submit a detailed CV and application form. The application is required to be supported and sponsored by two Members or Fellows of the Society having personal knowledge of the applicant. All applicants are approved by the Society's Council which is the final arbiter in the process.

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COMPA is a method for repair and reinforcement of damaged structures and pipes using composite materials.

Repair and reinforcement of damaged structure with COMPA

Larsens Marine Surveyors & Consultants Ltd (UK)  and COMPA (Croatia) recently entered into an agreement which will provide the ship repair market with a new and effective combined service.

COMPA is a method used for the repair and reinforcement of damaged structure and pipes using composite materials. Within this agreement the two companies will work together to provide these repairs and also to assist in ensuring compliance with the classification and statutory matters related to this. 

COMPA Repairs is a result of extensive experience in ship design and engineering.

COMPA repairs can provide watertight repairs, restore strength , prevent corrosion and reduce crack growth.

COMPA Repairs is a multi-phase process starting with the damage inspection and ending with the patch decommissioning. The patch design phase utilises specialised engineering software tools that enable optimum patch design and customised application procedure.

BENEFITS OF COMPA REPAIRS AND REINFORCEMENTS

  • Cost-efficient compared to traditional repairs
  • Safe, no hot works involved
  • Done during voyage or port operations
  • Applicable to anything reachable by hand
  • Applicable to any shape
  • Durable patch is resistant to osmosis
  • High-pressures, salt, dust, mud or liquids do not pose a challenge
  • Low added weight

The method features application of carbon and glass fibres mixed with epoxy resin/adhesive onto a damaged surface. By curing, the resin hardens and bonds to the surface permanently, impregnating also the fibres that reinstate the strength of the damaged part. It creates a solid new layer of material that provides full water-tightness.

 For further details please contact [email protected]

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Concentrated Inspection Campaign (CIC) 2019

Marine Information Notice from PARIS, TOKYO AND BACK SEA MOUs - 2019 CONCENTRATED INSPECTION CAMPAIGN (CIC) 2019

Concentrated inspection campaign
Concentrated inspection campaign

During the TOKYO MOU 29th committee meeting held in Hangzhou China between 5-8 November 2018 the committee agreed to the joint Paris MOU Concentrated inspection campaign CIC 2019

Decisions of the TOKYO MOU committee was as follows:

The Committee has considered and approved the general arrangements and preparations for the joint Concentrated inspection campaign (CIC) with the Paris MoU on Emergency Systems and Procedures to be carried out in 2019.

“The Committee approved the questionnaire for the CIC on Emergency Systems and Procedures to be carried out jointly with the Tokyo Memorandum of Understanding on port state control. The CIC aims at ensuring compliance with the requirements for the preparation of emergency equipment and the crew’s ability to respond to emergency situations. The CIC will be carried out from September to November 2019 and the questionnaire will be published in August.”

[Paris MOU, The Paris MoU holds 52nd Committee Meeting in St. Petersburg, 22nd May 2019 https://www.parismou.org/paris-mou-holds-52nd-committee-meeting-st-petersburg accessed 24-05-2019] Paris MOU press release: https://www.parismou.org/system/files/Press%20Release%20-%2052nd%20Paris%20MoU%20PSC%20Committee%20-%2020%20May%202019.pdf

The Committee considered possible topics for future CICs and agreed to accept the proposal by the Paris MoU for carrying out a CIC on Stability in General in 2020.
The Committee further considered and approved the amendments to the policy on joint CIC, which is harmonised with that of the Paris MoU.

Looking for more information on SOLAS or other publications? Take a look at some of our IMO publications here

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Workboat Code Edition 2

Safety codes of practice for small (up to 24m) vessels

Hello and welcome;
This is just a quick update on a few of the small craft codes released by the Maritime and Coastguard Agency (MCA) late 2018 early 2019 for Small Craft in relation to Safety codes of practice for small (up to 24m) vessels.

THE CODE OF PRACTICE FOR INTENDED PLEASURE VESSELS IN TEMPORARY COMMERCIAL USE AT SEA (IPV Code)

What is it?
This Code of Practice has been developed in discussion with an industry Steering Group to provide a framework allowing vessels normally in use as a Pleasure Vessel to be in temporary commercial use (outside of the Pleasure Vessel definition) for specific, limited, purposes. It recognises the needs of Owners and Operators, and required UK practices.

Who will it apply to?
For Intended Pleasure Vessels, compliance with SI1998/2771 and SI1998/1609 is conditional on the temporary commercial use being within the scope of the application and conditions of the relevant Part of this Code of Practice. When considering if either part of this Code of Practice is relevant or applicable to the operation being considered, careful attention needs to be paid to the Pleasure Vessel definition and the description of application of the relevant Part to this Code of Practice. Examples of use within and outside the scope of this Code of Practice are provided but are not exhaustive. If in doubt, vessel owners and operators should seek their own independent legal advice about the status of a vessel/voyage after studying the guidance in MGN597, MGN598 and MGN599.

Where dose it apply?
This Code of Practice does not apply to a vessel which is undertaking sea trials, is being delivered, or used as a Race Support Boat wholly in a harbour, in a marina, on inland waterways, or in Categorised Waters which are defined in a Merchant Shipping Notice referenced in this Code of Practice. It is only applicable to temporary commercial use at sea, which is beyond UK Categorised Waters.

This Code of Practice does not apply to a vessel which is undertaking sea trials, is being delivered, or used as a Race Support Boat wholly in a harbour, in a marina, on inland waterways, or in Categorised Waters which are defined in a Merchant Shipping Notice referenced in this Code of Practice. It is only applicable to temporary commercial use at sea, which is beyond UK Categorised Waters.

More information can be found: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/764656/IPV_Code_-_01_January_2019.pdf

The Workboat Code - Edition 2
The Safety of small Workboats and Pilot Boats - a code of Practice

Published: 31 December 2018

Introduction:
This Code must, from the date of publication (31 December 2018), be used for new workboats and pilot boats. Existing workboats and pilot boats may also use the Workboat Code Edition 2, as an updated standard to the requirements of:- - “The Safety of Small Workboats and Pilot Boats – A Code of Practice”, published by the Maritime and Coastguard Agency in 1998, in accordance with Regulation 8 of the Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998 (SI 1998 No.1609); or, - The technical Annex of MGN 280.

If this option is chosen, such existing vessels must comply fully with the requirements for construction, equipment and operation set out in the Workboat Code Edition 2. Alternatively, such existing vessels may continue to be operate and issued with Certification under the previous standards mentioned above. Please note that the“Workboat Code Industry Group Technical Standard”, published in 2014, is no longer recognized, and must not be used after the end of the relevant phase-in period, as described in MSN 1892 that gives legal force to this Code.

It should also be noted that, where any existing vessel upgrades, and phases-in, to the Workboat Code Edition 2 regime, it must do so fully. A vessel cannot meet a combination of the Workboat Code Edition 2 standards and those of earlier codes or standards. This Code should be read in conjunction with MSN 1892 and SI 1998 No. 1609.

What the code does
This Code aims to provide, in a single document, all the information needed for the design, construction, engineering, electrical systems, hull systems, fire protection, and provision of fire-fighting, life-saving, navigation and radio equipment. It also deals with the equally important subject of manning and of the qualifications needed for the senior members of the crew.

Application
This Code applies to small workboats that operate to sea, and to all pilot boats,carrying cargo and / or not more than 12 passengers or industrial personnel. It applies to such vessels that are United Kingdom (UK) vessels wherever they may be, and to non-United Kingdom vessels in UK waters or operating from UK ports.

The Code applies to all such vessels in commercial use, other than when in use for recreational, sport or pleasure use, for which there are more appropriate codes. Vessels need to comply with the applicable requirements of Edition 2 of this Code unless they are existing vessels that are eligible for the Saving and Transitional Provisions set out in Appendix 16.

Small workboats are vessels of less than 24 metres in Load Line length or, in the case of a vessel the keel of which was laid or was at a similar stage of construction before 21st July 1968, of less than 150 gross registered tons (measured in accordance with the regulations in force at that time).

Who is responsible
It is the responsibility of the owner/managing agent to ensure that a vessel is properly maintained, examined, certified and manned in accordance with the Code. The Code applies whether the owner/managing agent is corporate, private or of a charitable nature.

Areas of Operation
A vessel may be considered for the issue of a Small Workboat and Pilot Boat Certificate allowing it to operate in one of the following areas:

  • Area Category 6 - within 3 miles of land and not more than 3 miles radius from either the point of departure to sea or the seaward boundary of protected waters (see definition of “protected waters”), in favourable weather and daylight;
  • Area Category 5 - within 3 miles of land and not more than 3 miles radius from either the point of departure to sea or the seaward boundary of protected waters (see definition of “protected waters”) in favourable weather;
  • 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 2 - Up to 60 miles from a safe haven;
  • Area Category 1 - Up to 150 miles from a safe haven;
  • Area Category 0 – Unrestricted service.

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 Work Boat Certificate for the vessel and should be limited to
operations within Area Categories 3, 4, 5 and 6 only.

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/769826/Workboat_Code_2_FINAL_12.18.pdf

Interested in Surveying? Already a surveyor and want to update your skills? then why not take a look at the courses available with Lloyd's Maritime Academy (LMA).

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Fatal enclosed space accident on board the fishing vessel Sunbeam (FR487) Contains public sector information licensed under the Open Government Licence v3.0.

Safety warning about working in enclosed spaces

Safety warning about working in enclosed spaces after the loss of 1 life on a fishing vessel

Urgent bulletin issued after working in a refrigerated salt water tank resulted in a fatal accident on board fv Sunbeam (FR487) at Fraserburgh, Scotland & Safety Warning about working in enclosed spaces.Date of occurrence: 14 August 2018 Vessel type: Merchant vessel 100 gross tons or over, Merchant vessel under 100 gross tons, Fishing vessel, Recreational craft - sail, Recreational craft - power Report type: Safety bulletin 4/2018 MAIB safety bulletin 4-2018: Sunbeam. A full report will be published when the investigation is complete.

Foreword

Safety Warning about working in enclosed spaces:  Yet another enclosed space related fatality. Will the safety warnings ever get through to all seafarers and other professionals who require to enter such areas? LMSC strongly and fully support the "stop work" approach. Our thoughts are with the family of the crew member lost.Larsens Marine Surveyors and Consultants

Background

Sunbeam (Figure 1) was a 56m UK registered pelagic trawler. Its home port was Fraserburgh, Scotland, and it was typically manned by a crew of eleven. In the weeks prior to the accident, it had been fishing for herring in the North Sea and landing its catch in Lerwick, Shetland. The vessel had nine refrigerated salt water (RSW) tanks for storing its catch. On 10 August 2018, Sunbeam arrived at Fraserburgh. It had caught and landed its seasonal quota of herring and was being prepared for a planned refit period. During the refit the vessel’s owner intended to replace Sunbeam’s refrigeration plant.

Initial Findings

At about 0900 on 14 August, Sunbeam’s crew arrived at the vessel’s berth ready to begin work. The vessel’s refrigeration plant had been shut down after landing the final catch at Lerwick, and its RSW tanks had been pumped out and tank lids opened in preparation for deep cleaning. At some time between 1200 and 1350, Sunbeam’s second engineer entered the aft centre RSW tank (Figure 2) and collapsed.At about 1350, the second engineer was seen lying unconscious at the aft end of the tank by a crewmate, who immediately raised the alarm. Three of the vessel’s crew entered the tank and tried to resuscitate the second engineer but they soon became dizzy, confused and short of breath. One of the crew managed to climb out of the tank unaided, the other two crewmen and the second engineer were recovered onto the open deck by two crewmen wearing breathing apparatus. The two crewmen made a full recovery, but the second engineer could not be resuscitated and died. It is unclear when and why the second engineer entered the tank. However, evidence indicated that his intention was to sweep the residual seawater that had settled at the aft end of the tank forward in to the tank’s bilge well. No safety procedures for entering or working in RSW tanks had been completed before he entered the tank.Figure 2: FV Sunbeam Aft centre RSW tank. Contains public sector information licensed under the Open Government Licence v3.0.
Figure 2: Aft centre RSW tank [Image from MAIB Safety Bulletin SB4/2018, Contains public sector information licensed under the Open Government Licence v3.0.]
Tests of the atmosphere in the tank following the accident showed that the level of oxygen at the bottom was less than 6% (normal level should be 20.9%). Further tests of both the tank atmosphere and residual water samples showed the presence of Freon R22, the refrigerant gas used in the RSW tank’s refrigeration plant.The MAIB’s initial investigation identified that the refrigeration plant sea water evaporators had suffered several tube failures resulting in a number of repairs (Figure 3). It is likely that the refrigerant leaked through one or more failed tubes into the seawater system, and was released into the RSW tank. Freon R22 is four times heavier than air so it will displace oxygen at the bottom of an enclosed space, such as an RSW tank. It is a toxic, tasteless and mostly odourless gas. If it is deeply inhaled, it can cut off vital oxygen to blood cells and lungs.

Safety issues

working in enclosed spaces is potentially hazardous, procedures for entering and working in them should be robust, understood and utilised enclosed space rescue plans need to be in place on all vessels, risks must be understood and rescue plans practised all crew members have a responsibility for their own safety, this is particularly important in respect of lone working

Recommendation

Sunbeam’s owners are recommended (S2018/129) to conduct risk assessments specifically for entering and working in RSW tanks and provide safe operating procedures for its crew to follow and appropriate levels of safety equipment to use.Published by MAIB on 19th October 2018  Contains public sector information licensed under the Open Government Licence v3.0.Link here to MAIB siteLink here to safety notice    
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