MCA Ensign Seminar
“Large Yachts – now and the future”
Barcelona 6th & 7th November, 2003.

Excerpts of Report of Seminar - by Russell Lunt

Some 80 delegates and speakers gathered at the modern exhibition site ‘Fira Barcelona’ for the seminar which was organised by the MCA. It consisted of presentations made by MCA in a large meeting room and smaller satellite workshop meetings held in smaller rooms.
The atmosphere was friendly and numbers modest enough to permit detailed questions during the workshop sessions. As up to four workshop meetings were taking place simultaneously it was impossible to attend all the meetings, although the MCA neatly duplicated these meetings at different times to allow most to be attended by one delegate.
The following excerpts are the MCA’s pre-seminar descriptions of the presentations followed in each case by my own notes from the meeting.

5. MCA Codes of Practice – the future
Dave Wright, Divisional Director - Standards, Maritime & Coastguard Agency, Southampton, England
The MCA introduced the MCA Code of Practice for large commercially operated sailing and motor vessels as a consolidated standard to enable large yachts to operate commercially under Red Ensign flags.
Whilst this was developed with the intention of being the best standard available for large yachts at that time, there has been a continuous emphasis to improve and move forward which has led to this being adopted as a recognised standard far beyond its original intention.

This presentation gives a background to the United Kingdom Maritime and Coastguard Agency (MCA) codes of practice for commercially operated pleasure vessels outlining the process of Code development, the process of refinement, the current position and how the Code might develop and be adopted in Europe.

My comments: (Russell Lunt PYA)
This was the keynote presentation, and Mr. Wright made a very good job of it. After leading us through the reasons for the need of the Codes of Practice for all vessels under 24m LLL (following various disasters) and the recent harmonisation of the different Codes (which including updating) he explained that the Codes are (where possible) non-prescriptive and the MCA work to achieve consistency of standards.
There were no significant raising of standards during the recent updating. A new Statutory Instrument giving power to the new harmonised Code is in draft and will be laid before Parliament in 2004.
Moving to the Large Code, he explained that the Code was developed as an equivalent standard to the International Conventions (ICLL, SOLAS and STCW) but with a flexible approach to novel design and innovation.
The Code had been presented to IMO and the European Commission. He thought that the idea of the Code being adopted by IMO as an International Code was not a good one in the long term, as the MCA would then lose control of it.
The Large Yacht Code is presently under review (having been in place for 5 years) and Mr. Wright encouraged industry to tell the MCA what is wrong with it and how to fix it (comments still possible then – send to ).
The latest progress with the Large Yacht Code review will be announced at PROJECT 2003 in Amsterdam.
The various chapters of the revised Code are to be published on www as and when the revision of the chapter is complete.
His department had invited other administrations to join in discussions about the review and felt this would encourage them to adopt the MCA Code as “Industry wanted only one standard Code”.

New Codes of Practice are being developed RESCUE BOATS – these being vessels involved in public rescue (lifeboats), andINLAND WATERWAYS CODE – for passenger carrying workboats.

4. REVISIONS OF MGNs 156 and 195
The main points of this busy discussion were:
- Both MGNs been in place nearly 2 years.
- Transitional period for 195 ended 31st July, 2003. Those not completing training / sea time / examination / whatever by that date now have very little chance of MCA agreeing extensions of time unless MAYBE in the case that the MCA have made mistakes along the line which have seriously affected the position.
The particular cases I had to hand were discussed in general (no names etc.) and not thought to qualify for extension of time.
- Need to remove out of date info, and update.
- A major revision is NOT PROPOSED.
- Revised versions expected April 2004.
- Consultation period prior to re-issue.
- Will have different MGN number (although the same ‘Part’ number in the series).
- Problems with numbers of engineers to be carried (on smaller vessels with high kW machinery) could be addressed on the Safe Manning Document and MCA would make individual judgements based on exact details of vessel and area of operation.
- When pressed – Paul Fairbrother conceded that there is “scope for adjustment” to the manning table in 156.
- The proposed removal of the right for the Master to work dual role as engineer on smaller vessels “may be looked at again”.


Nouvelle réglementation pour les yachts et navires de commerce de + de 300 Tonneaux.
en matière de sécurité suite aux attentats terroristes.
Code ISPS (International Ship and Port Facility) date d’entrée en vigueur 1er Juillet 2004.
20. Maritime Security – A New Challenge
David Fuller, Marine Surveyor, Hull Marine Office, Beverley, East Yorkshire

The introduction of the International Ship and Port facility Code (ISPS Code), with an implementation date of 01 July 2004 will present many new challenges for owners, administrations, port facilities, security consultants and suppliers of equipment.

Due to the relatively short lead-in time, it is vital that owners of vessels which will be affected by the code take the necessary steps to implement the requirements at the earliest opportunity.
The presentation will provide an insight into the problems faced world-wide in applying security measures to sea going vessels and the international ports which they visit, together with practical advice on the equipment which needs to be supplied and fitted, including dates when it is required to be completed.

Additionally information on how to organise and carry out a Ship Security Assessment, which provides the basis for writing the Ship Security Plan, together with amendments to SOLAS, which also affect vessels, will be discussed.
The ISPS Code is especially relevant, not only to merchant vessels, but also to yachts, both large and smaller, whether they come under the regulations for application of the code or not. An understanding of the implications will be extremely useful and beneficial to
all owners and operators of sea going yachts.

My comments:(Russell Lunt PYA)
This will apply to all commercial vessels 300GT and over. As one of the requirements is to carry the vessels IMO number in 20cm high letters on both sides of the yacht – I suggest that everyone gets a copy of this Code and reads it right now. The Code comes into force
from July 2004. The one nice thing is that the MCA survey the yacht without charge !

The Code contains measures to enhance Maritime Security in case of threats of terrorist attacks, and follows previous attacks on ACHILLE LAURO, USS COLE, VLCC LIMBURG and at the World Trade Center and Pentagon. It looks at threats including the misuse of ships to carry weapons or other dangerous cargos for terrorist attacks; Misuse of ships as bombs; Ships themselves as targets for attack; Piracy & armed robbery.

The ISPS Code contains (in Part A) mandatory requirements for Administrations (e.g. – the MCA); Ships/Companies; Port Facilities, and (in Part B) guidance re: Background, Compliance and Assistance.

The shipping company has to:
- Carry out Ship Security Assessment (SSA).
- Prepare Ship Security Plan (SSP).
- Train and appoint Company and Ship Security Officers (CSO/SSO).
- Training and Drills.
- Equipment Requirements.
- Record Keeping.

There are 3 levels of security and ships may be instructed to go to a higher level of security by their administration (flag state), or a Port Facility, or do so on their own as particular circumstances may dictate.

The 5 steps for ships to implement the ISPS Code are:
1. Ship Security Assessment – conducted.
2. Ship Security Plan – developed.
3. Ship Security Plan – approved and implemented.
4. Security System – verified.
5. International Ship Security Certificate (ISSC) – issued by flag state.

To help us all through this, the MCA is doing the following:
- Running information workshops and road-shows for maritime security issues.
- Approval of Company and Ship Security Officer Training Courses.
- Verification and approval of Ship Security Plans.
- Certification according to SOLAS Chapter XI-2 and ISPS Code.
- Issuing instructions for the guidance of surveyors which contain practical advice on performance of Ship Security Assessments;
Development of Ship Security Plans; List of approved course providers.

Useful contacts at MCA for all matters relating to the ISPS Code are:
Phil White,
Security Implementation Project manager,
Tel: +44 2380 329 511 - Fax: +44 2380 329 488

David Fuller,
Security Surveyor,
Tel: +44 1482 866 606 - Fax: +44 1482 869 989