imo and the safety of fishing vessels: past, present and future

IMO AND THE SAFETY OF FISHING VESSELS: PAST, PRESENT AND FUTURE
PLAZA MONTERO, Fernando (1); LÓPEZ PULIDO, Rubén (2)
(1) Naval Architect, Ex-senior Deputy Director, Maritime Safety Division, International Maritime Organization
e-mail: fernanplaza@hotmail.com
(2) Naval Architect, MRINA MIMarEST CEng, Technical Adviser, Permanent Representation of Spain to the
International Maritime Organization, Embassy of Spain in London.
Member of the CEHINAV Research Group at UPM-ETSIN.
e-mail: ruben.maritime@gmail.com
RESUMEN
La actividad pesquera comercial es con diferencia la actividad marítima más peligrosa y con el saldo más
negativo de incidentes mortales: más de 24,000 pérdidas al año, la gran mayoría de las cuáles ocurre a bordo
de embarcaciones pesqueras pequeñas. La Organización Marítima Internacional (OMI), que es el Organismo
de las Naciones Unidas con la más importante responsabilidad en materias de seguridad marítima y
protección del medio marino, ha hecho suya la responsabilidad de enmendar este hecho. Como se desprende
del Plan de Acción de Alto Nivel de la Organización y Prioridades para el bienio 2006-2007, Resolución de la
Asamblea A.971(24), la OMI concederá la máxima prioridad a la seguridad de la vida humana en el mar, con
especial énfasis en la Seguridad de Pesqueros. Este documento aborda un detallado análisis compendiado y
comparativo de la diferente legislación producida por este Organismo desde el año 1977 hasta hoy,
proveyendo ideas sobre el futuro desarrollo de dicha legislación (en especial de los nuevos estándares para
pesqueros pequeños con cubierta de menos de 12 metros de eslora), de la que los autores han sido y son
activos participantes. El documento estará completamente redactado y presentado en inglés.
Palabras Clave: OMI, Seguridad Marítima, Buques Pesqueros, Legislación.
ABSTRACT
Commercial fishing is one of the most hazardous occupations causing over 24,000 fatalities each year, the
large majority of which occur aboard small fishing vessels. The International Maritime Organization (IMO),
which is the United Nations body that has the primary responsibility for maritime safety and the protection of
the marine environment, has taken on the responsibility of redressing the situation. As stated in the High-
Level Action Plan of the Organization for the biennium 2006-2007, Assembly Resolution A.971(24), the IMO
highest priority will be the safety of human life at sea, placing special emphasis on fishing vessel safety. This
document provides a detailed and up-to-date compendium and comparative analysis of all the legislation
produced by the Organization since 1977, providing ideas relating to the future development of the same (in
particular in relation to new safety standards for decked fishing vessels of less than 12 m in length). The
document will be entirely written and presented in the English language.
Key words: IMO, Maritime Safety, Fishing Vessels, Legislation.
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TABLE of CONTENTS
1.- Introduction
2.- International Convention for the Safety of Life at Sea (SOLAS)
3.- The Torremolinos International Convention for the Safety of Fishing Vessels, 1977
4.- 1993 Torremolinos Protocol for the Safety of Fishing Vessels, SFV Protocol 1993
4.1.- Summary of the Content of the SFV Protocol 1993
5.- Current Regional Agreements in the context of the Torremolinos Protocol
5.1.- East and South-East Asia: Guidelines for the Safety of Fishing Vessels of 24 metres and
over but less than 45 metres in length Operating in the East and South-East Asia Region (MSC
68/INF.10)
5.2.- EUROPE: Council Directive 97/70/EC of 11 December 1997 setting up a harmonised safety
regime for fishing vessels of 24 metres in length and over
5.3.- Other regions in the world
6.- International Convention on Standards of Training, Certification and Watchkeeping for Fishing
Vessel Personnel, 1995 (STCW-F Convention)
7.- IMO Recommendations relating to fishing safety
7.1.- Resolution A.484(XII): Basic principles to be observed in keeping a navigational watch on
board fishing vessels
7.2.- Reports on casualty statistics concerning fishing vessels and fishermen at sea
7.3.- Reports on marine casualties and incidents: Harmonized reporting procedures, reports
required under SOLAS regulation 1/21 and MARPOL 73/78, articles 8 and 12
(MSC/Circ.827/Add.2)
7.4.- Code for the Investigation of Marine Casualties and Incidents (A. Res. 849(20))
7.5.- Other related IMO Conventions and work
8.- Joint work of IMO with FAO, ILO and WHO.
8.1.- FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels – Part A
8.2.- FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels – Part B (Under Review)
8.3.- FAO/ILO/IMO Voluntary Guidelines for the Design, Construction and Equipment of Small
Fishing Vessels (Under review)
8.4.- FAO/ILO/IMO Document for Guidance on Fishermen’s Training and Certification and its
revision
8.5.- Revision of the Document for Guidance
8.6.- ILO/IMO/WHO International Medical Guide for Ships
9.- United Nations
10.- Recent Developments: The Safety of Small Fishing Vessels of less than 12 m in Length
10.1.- Recommendations agreed at regional meetings relating to safety standards for small
fishing vessels
10.2.- The Need for an Instrument
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10.3.- On-going Task: the new SAFETY RECOMMENDATIONS FOR UNDECKED VESSELS OF
LESS THAN 12 METRES IN LENGTH AND UNDECKED VESSELS.
10.4.- Purpose, Scope and Highlights of the future Safety Recommendations
11.- Acknowledgements
12.- Bibliography
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1.- Introduction
The International Maritime Organization has the primary responsibility for maritime safety and marine pollution
prevention. The safety of fishing vessels had been a matter of concern to IMO since the Organization came
into existence, but the great differences in design and operation between fishing vessels and other types of
ships had always proved a major obstacle to their inclusion in the Conventions on Safety of Life at Sea
(SOLAS) and Load Lines: while other vessels load cargo in port, fishing vessels must sail empty and load their
cargo at sea.
Now, due to the increasing number of fatalities per year in the fishing sector, the IMO is placing
increased emphasis on fishing vessel safety, as evidenced by the IMO’s Assembly Resolution A.971(24), High
Level Action plan of the Organization and Priorities for the 2006-2007 Biennium at its 24 th session (November
2005) which has been prepared on the basis of the IMO’s Strategic Plan taking into account the inputs from
the Maritime Safety Committee, the Legal Committee, the Marine Environment Protection Committee, the
Technical Co-operation Committee and the Facilitation Committee.
Work at sea has never been without danger, and the fishing industry has a long and growing roll of honour of
crew who have lost their lives in the performance of their work. Fortunately, loss of life in most types of fishing
is now very much less frequent than only a few generations ago, but no technological advances can fully
eliminate the forces of the sea and other natural dangers which crew have to face, nor is it possible to
eliminate the human errors or to make the tools of the fishing activity - fishing vessels and fishing gearcompletely
accident proof. Fishing has, in many countries, already become a highly developed industry
employing complex machinery, and this development necessitates the introduction and expansion of safety
measures along lines similar to those which apply to other major industries.
Training has also been used as a method to promote safety in the fishing industry in developing countries in
the last fifty years. The dangerous nature of the fishing industry has called for specialized training for
crewmembers prior to going to sea. Most developed countries have already adopted this course of action and
have made such courses mandatory. These countries have also sought to tackle the problem of safety in the
fishing industry by having mandatory qualifications for the senior positions on board a fishing vessel. These
are usually the skipper, mate and chief engineer. Dependent on the size of vessel and/or area of operation,
other crewmembers might also require mandatory training (e.g. radio officers, etc.).
Although the Members of IMO decided that the collection and analysis of statistical information on casualties
of fishing vessels and fatalities of crewmembers should be prepared on an annual basis, they acknowledged in
1999 that there had been a very limited response. This lack of information is most likely to be caused by the
informal employment arrangements in fishing, which may place many crewmembers outside traditional
occupational accident reporting systems. Knowing where and how accidents occur can identify suitable
measures for intervention. The “human factor” has been named as the cause of many accidents, which can be
attributed to inadequate training, lack of experience and skills, recklessness, undermanning and fatigue. The
Competent authority should ensure that investigation of accidents resulting in death of crew, and other
incidents resulting in damage to the vessel or severe injury to the crew, should normally be the subject of a
formal investigation.
Some Competent authorities have estimated that half of the fatalities in the fishing industry are caused by
accidents to the fishing vessel itself. Therefore, a very effective method to reduce crew fatalities is to ensure
that the vessel is safe. The compulsory periodical inspection of a vessel and the validation of the same by a
Safety Certificate will inevitably reduce accidents to the vessels and the crew. The skipper and crew of a
vessel are those most conversant with the fishing vessel as well as the deck machinery and the fishing gear
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they are operating with. They are also aware of the hazards that can occur during fishing and know when,
where and how they occur. By analysing these possible hazards, the crew can play a vital role in taking
preventative action to reduce or eliminate these hazards. This procedure can be assisted by a formal
procedure whereby the skipper is encouraged to perform this analysis. This concept has been readily adopted
in the maritime sector.
The high accident rates that continue to affect the fishing industry despite mandatory safety schemes and topdown
approaches have encouraged safety practitioners to propose that a more holistic approach to safety and
health culture in the fishing industry should be engendered. Developing safety and health awareness and
promoting sensitization of the fishing communities to take into account the cost of neglecting the safety and
health issue is also advocated.
The economical and social conditions under which the fishing industry operates is also recommended
as a potential area for study in relation to accidents at sea. This encourages investigating issues that have not
traditionally been taken into account in discussing safety in the fishing industry such as the method of
remuneration of the crew which, in most cases, is based on a share of the catch. This has often been cited as
a contributory factor in accidents. These should be investigated to see how mitigating measures could possibly
reduce the accident rate. The methods of fisheries management have also been cited, as a contributory factor
to accidents, and Competent authorities should be working together to introduce safety at sea as a factor to be
taken into account when introducing new fisheries management measures. On the other hand, the insurance
of fishing vessels, or more specifically, the lack of it, has been identified as a factor that can influence the
accident rate.
FAO and IMO have estimated that commercial fishing is one of the most hazardous occupations in the
world with more than 24,000 fatalities per year, the large majority of which occur aboard small fishing vessels.
This is one of the burdens of the maritime world and totally undesirable.
Later on in this paper we will show that the vast majority of these losses occur in ships below 12
metres length. This is why the IMO/FAO/ILO are addressing this issue with the determination to put an end to
this situation.
The paper begins with a description of the efforts of the Maritime Community through the IMO and
sister agencies to save human life at sea by strengthening Fishing Vessel Safety.
The main Conventions and other instruments which may be of direct concern to the safety of fishing vessels
and fishermen are reflected hereunder.
2.- International Convention for the Safety of Life at Sea (SOLAS)
The most important IMO instrument concerning safety at sea, the SOLAS Convention, as amended, provides
general safety requirements for all vessels in Chapter V, which deals with “Safety of Navigation”. Fishing
Vessels are included. A new revised chapter V was adopted in December 2000, entering into force on 1 July
2002.
Chapter V identifies certain navigation safety services which should be provided by Contracting Governments
and sets forth provisions of an operational nature applicable in general to all ships on all voyages. This is in
contrast to the Convention as a whole, which only applies to certain classes of ship engaged on international
voyages.
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Instead, this Chapter applies to Fishing Vessels except from some provisions of regulations
The subjects covered are:
1. Navigational warnings
2. Meteorological services and warnings
3. Ice Patrol Service
4. Search and rescue services
5. Life-saving signals
6. Hydrographic services
7. Ships’ routeing
8. Ship reporting systems
9. Vessel traffic services
10. Establishment and operation of aids to navigation
11. Ships’ manning
12. Principles relating to bridge design, design and arrangement of navigational systems and equipment
and bridge procedures
13. Maintenance of equipment
14. Electromagnetic compatibility
15. Approval, surveys and performance standards of navigational systems and equipment and voyage
data recorder
16. Carriage requirements for shipborne navigational systems and equipment
17. Voyage data recorders
18. International Code of Signals and IAMSAR Manual
19. Navigation bridge visibility
20. Pilot transfer arrangements
21. Use of heading and/or track control systems
22. Operation of steering gear
23. Steering gear: testing and drills
24. Nautical charts and nautical publications
25. Records of navigational activities
26. Life-saving signals to be used by ships, aircraft or persons in distress
27. Operational limitations
28. Danger messages
29. Information required in danger messages
30. Distress messages: obligations and procedures
31. Safe navigation and avoidance of dangerous situations
32. Misuse of distress signals
As we can see it includes the maintenance of meteorological services for ships; the ice patrol service; routeing
of ships; and the maintenance of search and rescue services.
Some items are applied with constraints: The Administration shall determine to what extent the provisions of
regulations 12 to 25 do not apply to the fishing vessels (and other categories of ships, such as ships below
150 gross tonnage engaged on any voyage and ships below 500 gross tonnage not engaged on international
voyages).
The Chapter also includes a general obligation for masters to proceed to the assistance of those in distress
and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a
safety point of view.
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3.- The Torremolinos International Convention for the Safety of Fishing Vessels, 1977
The International Convention for the Safety of Fishing Vessels (Torremolinos Convention), adopted in
1977 at a conference held in Torremolinos, Spain, was the first-ever international Convention on the safety of
fishing vessels. It establishes a safety regime for fishing vessels of 24 metres in length and above. The
Convention contained detailed regulations and safety requirements concerning the standards of construction
and equipment to be applied essentially to new, decked, seagoing fishing vessels of 24 metres in length and
over, including those vessels also processing their catch. Existing vessels were covered only in respect of
radio requirements.
The Convention also contained stability requirements for fishing vessels as well as Chapters
concerning construction, watertight integrity and equipment; machinery and electrical installations and
unattended machinery spaces; fire protection, detection, extinction, and fire fighting; protection of the crew;
life-saving appliances; emergency procedures, musters and drills; radiotelegraphy and radiotelephony; and
shipborne navigational equipment.
In the ensuing years, the Convention did not receive sufficient ratifications to enter into force, as
many States claimed it to be too stringent. Then, the IMO decided to prepare a replacement in the form of a
Protocol.
4.- 1993 Torremolinos Protocol for the Safety of Fishing Vessels, SFV Protocol 1993
Fifteen years after the adoption of the Convention, the lack of ratifications, technological
developments and therefore the need for some technical changes, led to a Conference, held again
Torremolinos in 1993, which adopted a Protocol to the 1977 Convention. The Protocol includes provisions
concerning construction, watertight integrity and equipment; stability and associated seaworthiness;
machinery and electrical installations and periodically unattended machinery spaces; fire protection, fire
detection, fire extinction and fire-fighting; protection for the crew; life-saving appliances and arrangements;
emergency procedures, musters and drills; radio communications; and shipborne navigational equipment
and arrangements. The requirements for protection of the crew concern certain aspects of vessel construction
which influence safety – lifelines, deck openings, bulwarks, rails, guards, stairways and ladders.
The Protocol restricts the obligatory provisions of the Convention to vessels of 45 metres and above.
For vessels with a length between 24 and 45 metres, the application of the safety requirements is left to
regional decisions.
The Protocol updates, amends and absorbs the parent Convention, taking into account technological
evolution in the intervening years and the need to take a pragmatic approach to encourage ratification of the
instrument.
The Protocol applies to fishing vessels of 24 metres in length and over including those vessels also
processing their catch.
The Protocol takes into account the trend to exploit deep water fishing grounds on a large scale and to
conduct fishing operations in distant waters, resulting in the building of a new generation of more sophisticated
fishing vessels. To be successful in their operations, these vessels have to be fitted with advanced fishfinding
and navigation equipment. Fishing vessels must also be equipped to carry out environment-friendly trawling,
introduced to preserve fishing resources as well as the seabed.
The general trend in modern designed fishing vessels, if they are to be economically profitable, must
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include improvements in machinery and fishing gear, improvements in safety features as a whole and better
working conditions for fishermen.
The safety provisions addressed by the Protocol, incorporating and amending the 1977 Convention,
are included in an Annex consisting of ten Chapters. The provisions include automatically controlled
machinery spaces, improved life-saving appliances, immersion suits and thermal protective aids, satellite
communication systems and other components of the global maritime distress and safety system.
The Protocol will enter into force one year after 15 States with at least an aggregate fleet of 14,000
vessels (roughly 50 per cent of the world fishing fleet of vessels 24 metres in length and over) have ratified it.
As of September 2006, it had been signed or ratified by 12 countries representing 9.66% of the total world
numbers. These countries are: Bulgaria, Cuba, Denmark, Germany, Iceland, Ireland, Italy, the Netherlands,
Norway, Saint Kitts and Nevis, Spain and Sweden.
4.1.- Summary of the Content of the SFV Protocol 1993
Chapter 1 - General Provisions
The regulations in the Annex apply to new vessels, built on or after date of entry into force of the
Protocol.
Chapter II - Construction, watertight integrity and equipment
Includes technical specifications.
Chapter III - Stability and associated seaworthiness
Technical specifications including minimum stability criteria and regulations relating to specific
operating conditions, severe wind and rolling, ice accretion and so on.
Chapter IV - Machinery and electrical installations and periodically unattended machinery
spaces
Part A - General. States the Chapter applies to vessels 45 metres in length and over
Part B - Machinery Installations
Part C - Electrical Installations
Part D - Periodically unattended machinery spaces
Chapter V - Fire Protection, Fire Detection, Fire Extinction and Fire Fighting
Part A - General
Part B - Fire safety measures in vessels of 60 metres in length and over
Part C - Fire safety measures in vessels of 45 metres in length and over but less than 60 metres in
length
Chapter VI - Protection of the crew
Includes technical specification relating to deck openings, bulwarks, rails and guards, stairways and
ladders.
Chapter VII - Life-saving appliances and arrangements
Part A - General. States the Chapter applies to new vessels of 45 metres in length and over unless
otherwise stated. Regulations 13 and 14 relating to radio life-saving appliances and radar
transponders also apply to existing vessels of 45 metres in length and over from the date of entry into
force of the Protocol.
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Part B - Vessel requirements. Including number and type of survival and rescue boats, provision of
lifejackets and so on.
Part C - Life-saving appliances requirements. Includes specifications for these appliances
Chapter VIII - Emergency procedures, musters and drills
Applies to new and existing vessels of 24 metres in length and over. Covers emergency alarm system,
muster list and emergency instructions, and abandon ship training and drills.
Chapter IX - Radio communications
The Chapter includes requirements for vessels to be equipped for the Global Maritime Distress and
Safety System (GMDSS) and the Chapter mirrors regulations contained in the International
Convention for the Safety of Life at Sea (SOLAS), 1974, Chapter IV.
Part A - Application and definitions. Applies to new and existing vessels of 45 metres in length and
over.
Part B - Ship requirements. Includes requirements for radio installations on all vessels and on those
sailing in specified sea areas.
Chapter X - Shipborne navigational equipment and arrangements
The Chapter applies to new and existing vessels and includes requirements for carriage of
navigational equipment for vessels 24 metres in length and over, vessels of less than 24 metres in
length and vessels of 45 metres in length and over.
Amendment Procedure
The Protocol (Article 11) allows for amendments to be adopted either by the Maritime Safety
Committee of IMO or by a Conference of Parties to the Protocol.
Amendments enter into force on a specified date unless a required number of objections are received.
About the Regional standards
The Protocol applies to vessels over 24 metres in length, but certain Chapters are applicable to
vessels of 45 metres in length and over. The Protocol, however, allows for Administrations to
determine which particular regulations of these Chapters should apply to vessels of between 24
metres and 45 metres in length (Article 3 (4)).
To ensure uniform standards, the Protocol encourages Administrations to establish uniform regional standards
to apply to fishing vessels operating in the same region, taking into account mode of operation, sheltered
nature and climatic conditions in that region (Article 3 (5)). Regional agreements in operation include:
Guidelines for the safety of fishing vessels of 24 m and over but less than 45 m in length operating in the East
and South-East Asia region, adopted at a Conference in Tokyo in February 1997.
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5.- Current Regional Agreements in the context of the Torremolinos Protocol
5.1.- East and South-East Asia: Guidelines for the Safety of Fishing Vessels of 24 metres and over but
less than 45 metres in length Operating in the East and South-East Asia Region (MSC 68/INF.10)
In 1997, the Conference on the Safety of Fishing Vessels Operating in the East and South-East Asia
Region, organized by Japan, was held in Tokyo in order to adopt uniform regional standards for the safety of
fishing vessels as called for in the Torremolinos Protocol of 1993 relating to the Torremolinos International
Convention for the Safety of Fishing Vessels, 1977. The Conference adopted the Guidelines for the Safety of
Fishing Vessels of 24 metres and over but less than 45 metres in length Operating in the East and South-East
Asia Region. Authorities from China, Indonesia, Japan, Republic of Korea, Malaysia, Philippines, Thailand
and Hong Kong, China, were represented at the Conference.
The Guidelines focus on vessel construction and equipment, including safety equipment. They apply
to new fishing vessels of 24 metres and over in length but less than 45 metres in length, registered or licensed
by participating authorities, which are located in the territory of these authorities and which navigate and
operate in the East and South-East Asia Region. These vessels are to comply with certain chapters of the
Annex to the Torremolinos Protocol and with the Guidelines. The areas covered are:
- general provisions;
- machinery and electrical installations and periodically unattended machinery spaces;
- fire protection, fire detection, fire extinction and fire-fighting;
- life-saving appliances and arrangements; and
- radiocommunications
It should be noted that without the ratification of countries in the Asia region the Torremolinos Protocol
1993 will never come into force. Therein the crucial importance of the adoption of the above guidelines as
equivalent requirements for vessels up to 45 metres in length which may lead to ratification by these countries.
5.2.- EUROPE: Council Directive 97/70/EC of 11 December 1997 setting up a harmonised safety regime
for fishing vessels of 24 metres in length and over
Following the adoption of the Protocol to the Torremolinos Convention the European Commission
proposed a harmonized safety regime, based on the Torremolinos rules, for vessels of 45 metres in length and
over and adapted as far as necessary to take into account the local conditions of the areas where the vessels
operate. It also decided to legislate on fishing vessels of 24 metres in length and over. The Commission
consulted government experts of Member States, fishing vessel owners, builders, classification societies and
fishermen when preparing the Directive.
Council Directive 97/70/EC applies to fishing vessels flying the flag of a State bound by the European
Economic Area Agreement i.e. the Member States of the EU plus Iceland and Norway or operating in the
internal waters or territorial sea of a Member State or landing their catch in a port of a Member State. In
general, it provides that fishing vessels should comply with the relevant provisions of the Annex to the
Torremolinos Protocol and that Member States should ensure that the requirements in certain chapters of the
Annex – which apply to vessels of 45 metres and over – are also applied to new fishing vessels of 24 metres
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in length and over, flying their flag, unless otherwise provided in Annex II of the Directive. Additional
requirements are provided in Annex III (regional and local provisions) and Annex IV (specific safety
requirements). A certain degree of flexibility is allowed. Annex V provides a format for the certificate of
compliance, the record of equipment and the exemption certificate. Article 7 provides for the control of fishing
vessels operating in the internal waters or territorial sea of a Member State or landing their catch in its ports.
The Commission is also considering action to improve safety and health on fishing vessels less than
24 metres in length 1 . In this regard, it contracted a consulting firm to assess the need for and feasibility of
future Community action. Proposals prepared by a consultant and sent to fishing industry employers and
workers for their views, mainly address fishing vessel construction, stability, watertight integrity and resistance
to fire of hulls and internal spaces, machinery, electrical installations, navigational and radio communications
equipment and safety appliances. They draw, inter alia, not only on the Protocol to the Torremolinos
Convention but also the FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels, Part B, and the
FAO/ILO/IMCO Voluntary Guidelines for the Design, Construction and Equipment of Small Fishing Vessels but
apparently do not draw upon the FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels, Part A,
which focuses on safety and health issues, though there are some provisions on crew protection.
Proposed requirements concern existing vessels over 24 metres in length, new and existing vessels
between 15 and 24 metres, new vessels between 10 and 15 metres, existing vessels between 10 and 15
metres, new vessels of less than 10 metres and existing vessels of less than 10 metres 2 .
There are other minor instruments implemented by the European Union through some Council
Directives, such as:
Council Directive 93/103/EC of 23 November 1993 concerning the minimum safety and health
requirements for work on board fishing vessels
This Directive is particularly relevant to discussions at the Tripartite Meeting (FAO/ILO/IMO) as it
concerns primarily occupational safety and health issues as opposed to prevention of vessel casualties. It also
covers all sizes of fishing vessels. For these reasons it will be described in detail.
The Directive applies to all existing fishing vessels above 18 metres, to new fishing vessels above 15
metres and to all persons working on board these vessels, including trainees and apprentices. New fishing
vessels were to comply by 23 November 1995, and existing fishing vessels by 23 November 2002. Fishing
vessels which undergo extensive repairs, conversions and alterations on or after 23 November 1995 are also
to comply.
EU Member States are to take measures to see that owners ensure that their vessels are used
"without endangering the safety and health of workers". Occurrences at sea which affect or could affect the
safety and health of the workers on board are to be described in a detailed report and be forwarded to the
relevant competent authorities and recorded carefully and in detail in the ship's log. Such a log, or other
documentation, is to be required by national legislation or regulations. States are also to take the measures
necessary to ensure that, as regards compliance with the Directive, vessels are subject to regular checks by
authorities specifically empowered to carry out such checks.
1 Correspondence dated 1 Feb. 1999 from G. Lalis, Director, Directorate D -- Maritime Transport, European
Commission.
2 Willem van Berlekom et al.: Fishing vessel safety -- Recommendations for complementary Community action for
harmonisation of the safety regimes, Report 974382-2 prepared for the European Commission (Göteborg, SSPA
Maritime Consulting, July 1998).
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EU Member States are to make sure that owners:
• ensure that vessels and their fittings and equipment are technically maintained and that defects
found which are likely to affect the safety and health of workers are rectified as quickly as
possible;
• take measures to ensure that all vessels and equipment are cleaned regularly in order to maintain
an appropriate standard of hygiene;
• keep on board an adequate quantity of suitable emergency and survival equipment in good
working order;
• take account of certain minimum safety and health requirements (listed in an annex to the
Directive);
• take account of personal protective equipment specifications (listed in an annex to the Directive);
and
• take all necessary measures to ensure that owners supply skippers with the means to fulfill the
obligations imposed in the Directive.
Workers and their representatives are to be informed of all measures taken regarding safety and
health on board vessels, and the information provided is to be comprehensible to the workers concerned.
Workers are to be given suitable training, in particular in the form of precise, comprehensible
instructions, on safety and health on board vessels and on accident prevention in particular. Training shall
cover in particular fire-fighting, the use of life-saving and survival equipment, the use of fishing gear and
hauling equipment and the use of various types of signs including hand signals. Training is to be updated
where this is required by changes in the activities on board. Persons likely to be in command of a vessel are to
be given detailed training on: the prevention of occupational illness and accidents on board and the steps to be
taken in the event of an accident; stability and maintenance of the vessel under all foreseeable conditions of
loading and during fishing operations; and radio navigation and communication, including procedures.
The Directive calls for the consultation of workers and/or their representatives and their participation in
discussions on the matters in the Directive in accordance with Article 11 of Directive 89/391/EEC.(5)
Article 12 of the Directive, Adaptation of the Annexes, provides for "purely technical" adaptations of
the annexes to the Directive to take account of: the adoption of directives in the field of technical
harmonization and standardization concerning certain aspects of safety and health on board vessels; and
technical progress, changes in the international regulations or specifications and new findings in the field of
safety and health on board vessels.
EU Member States were to bring into force the laws, regulations and administrative provisions
necessary to comply with the Directive by 23 November 1995. They are to report to the Commission every four
years on the practical implementation of the provisions of the Directive, indicating the points of view of
employers and workers.
Annex I, Minimum safety and health requirements for new fishing vessels, includes requirements
covering seaworthiness and stability; mechanical and electrical installations; radio installation; emergency
routes and exits; fire detection and fire-fighting; ventilation of enclosed workplaces; temperature of working
areas; natural and artificial lighting of workplaces; decks, bulkheads and deckheads; doors; traffic routes --
danger areas; layout of workstations; living quarters; sanitary facilities; first aid; accommodation ladders and
gangways; and noise. Annex II, Minimum safety and health requirements for existing fishing vessels, includes
requirements concerning the same subject areas (except for "noise"), though of a generally less rigorous
standard. Annex III, Minimum safety and health requirements concerning life-saving and survival equipment,
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includes, inter alia, requirements covering equipment to be carried, how frequently it must be inspected and
the frequency and nature of emergency drills. Annex IV, Minimum safety and health requirements concerning
personal protective equipment, requires workers to be provided with personal protective equipment and for it
to be brightly coloured and to contrast with the marine environment.
Another piece of legislation from the EU is the one regarding:
Council Directive 92/29/EEC of 31 March 1992 on the minimum safety and health requirements
for improved medical treatment on board vessels
This Directive applies to seagoing or estuary fishing vessels, and covers all workers on board a
vessel. Its requirements relate to: medicines and medical equipment; antidotes; allocation of responsibilities;
information and training; medical consultations by radio; inspection (of medical supplies and equipment); and
the means (a committee) for updating the Directive to take into account technical progress or changes in
international regulations or specifications and new findings in the field. It came into force on 31 December
1994, and EU Member States are to report to the Commission every five years (first report 31 December
1999) on its implementation, giving the views of the two sides of industry.
The Directive distinguishes between three categories of vessels: (a) seagoing or sea-fishing vessels
with no limitation on lengths of trips; (b) seagoing or sea-fishing vessels making trips of less than 150 nautical
miles from the nearest port with adequate medical equipment; and (c) harbour vessels, boats and craft staying
very close to shore or with no cabin accommodation other than a wheelhouse. Category (b) shall be extended
to seagoing or sea-fishing vessels which make trips of less than 175 nautical miles from the nearest port with
adequate medical equipment and which remain continuously within range of helicopter rescue services. A long
and non-exhaustive list of medical supplies, medical equipment and antidotes is annexed to the Directive.
Account is also to be taken of dangerous substances carried on board. A "General framework for the
inspection of vessels' medical supplies" is provided for each of the three categories of vessels. There are also
special training requirements for captains and designated workers.
5.3.- Other regions in the world
In August 2000 a regional agreement on the requirements for fishing vessels between 24 metres and
45 metres in length was also approved at a regional meeting at la Habana by the Latinamerican and
Caribbean region maritime Authorities and is fully operative. More recently in the African region and in the
context of port State control relating to smaller vessels, consideration is being given to a similar regional
regime. However, the Organization has not yet received any communication on regional agreement other than
the above referred.
6.- International Convention on Standards of Training, Certification and Watchkeeping for Fishing
Vessel Personnel, 1995 (STCW-F Convention)
The STCW-F Convention was adopted in 1995 by an IMO Conference which included 74
representatives from governments, the ILO, the FAO, other United Nations system specialized agencies and
several other inter-governmental and non-governmental organizations. The Conference also adopted several
resolutions relevant to training.
The Convention includes articles covering general obligations; definitions; application; communication
of information; other treaties and interpretation; certification; national provisions; control (including port state
control); and promotion of technical cooperation. Requirements concern skippers and watchkeepers on
vessels of 24 metres in length and over, chief engineers and engineering officers on vessels of 750 kW
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propulsion power or more, and personnel in charge of radio communications. Chapter III of the Annex to the
Convention includes requirements for basic safety training for all fishing vessel personnel. As of September
2006, the STCW-F Convention had been ratified by five countries (i.e Denmark, Iceland, the Russian
Federation, Syrian Arab Republic and Ukraine).
7.- IMO Recommendations relating to fishing safety
7.1.- Resolution A.484(XII): Basic principles to be observed in keeping a navigational watch on board
fishing vessels
IMO Assembly Resolution A.484(XII), adopted on 19 November 1981, concerns basic principles to be
observed in keeping a navigational watch on board fishing vessels. It provides, inter alia, that the competent
authority should ensure that owners and operators of fishing vessels, skippers and watchkeeping personnel
observe the principles to ensure that a safe navigational watch is maintained at all times.
7.2.- Reports on casualty statistics concerning fishing vessels and fishermen at sea
The IMO secretariat each year compiles data received in reports submitted on casualty statistics
concerning fishing vessels and fishermen at sea, and submits this information to the appropriate IMO
committees and subcommittees in response to IMO doc. MSC/Circ.539/Add.2. About 20 IMO member States
had participated in this reporting scheme (FSI 7/6/2).
7.3.- Reports on marine casualties and incidents: Harmonized reporting procedures, reports required
under SOLAS regulation 1/21 and MARPOL 73/78, articles 8 and 12 (MSC/Circ.827/Add.2)
These reports concern procedures and formats for the reporting to the IMO of vessel casualties. All
categories of vessels are addressed, including fishing vessels, and there is no tonnage limit. Maritime
administrations are requested to submit data concerning very serious casualties, serious casualties, less
serious casualties and marine incidents. The marine casualty and incident report is to include information not
only on the vessel, nature of the casualty, lives lost, time and place of the incident and the initial event leading
to the casualty but also on management issues, human factor issues including fatigue and other aspects which
may reveal the deeper reasons – the underlying causes – for the casualty.
7.4.- Code for the Investigation of Marine Casualties and Incidents (A. Res. 849(20))
This Code aims to create a marine casualty investigation process that establishes the circumstances
relevant to the casualty, establishes the causal factors, publicises the causes of the casualty and make
appropriate safety recommendations. It also applies to the investigation of injuries sustained by a person in a
casualty resulting in incapacitation for more than 72 hours commencing within seven days from the date of
injury. A set of guidelines to assist investigators in the implementation of the Code are included in its
Appendix. The ILO/IMO Guidelines on investigation of human factors in marine casualties and incidents
(prepared by a Joint ILO/IMO Working Group in 1997 and 1998) will be annexed to the Code through the IMO
Assembly Resolution A.884(21).
7.5.- Other related IMO Conventions and work
Other IMO Conventions which are also relevant to safety in fishing include the International
Convention on Maritime Search and Rescue, 1979, the 1988 (GMDSS) amendments to the International
Convention for the Safety of Life at Sea (SOLAS) and the Convention on the International Regulations for
Preventing Collisions at Sea (COLREGS), 1972 (as amended). The International Aeronautical and Maritime
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Search and Rescue Manual, whose purpose is to assist States in meeting search and rescue needs, of course
contributes significantly to improving the rescue of fishermen.
8.- Joint work of IMO with FAO, ILO and WHO.
The FAO, ILO, IMO and WHO have jointly prepared a number of publications aimed at improving
safety and health in the fishing industry.
In the first place, the IMO has developed, in collaboration with the Food and Agriculture organization
(FAO) and the International Labour Organization (ILO), a number of non-mandatory instruments. These
include the FAO/ILO/IMO Document for Guidance on Fishermen's Training and Certification and the revised
Code of Safety for Fishermen and Fishing Vessels, 2005, and the Voluntary Guidelines for the Design,
Construction and Equipment of Small Fishing Vessels, 2005. Both instruments were approved at the 79 th
Session of the Maritime Safety Committee hold in December 2004, in London.
The revised Fishing Vessel Safety Code and Voluntary Guidelines - originally developed and approved in the
1970s - have been developed for use primarily by competent authorities, training institutions, fishing vessel
owners, fishermen's representative organizations and non-governmental organizations having a recognized
role in fishermen's safety and health and training.
Part A of the Code provides guidance on the development of national codes and fishermen's education and
training manuals and guidance on the safety and health of fishermen. Competent authorities will be
encouraged to make use of the contents of the Code and the Voluntary Guidelines in the production of safety
and health and training materials in an appropriate format to suit the particular needs of the fisheries of the
country or region and in local languages.
8.1.- FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels – Part A
The origin of the Code and its Revision
The history of the making of the Code started with a resolution adopted by the Committee on Conditions of
Work in the Fishing Industry, which was convened by the International Labour Organisation (ILO) in December
1962 to study certain aspects of working conditions of crew on fishing vessels, recommended the creation of a
practical international code dealing with navigational, operational and occupational aspects of safety of fishing
vessels and crew, and urged ILO in collaboration with the Food and Agriculture Organization of the United
Nations (FAO) and the Inter-Governmental Maritime Consultative Organization (IMO) to examine the
possibility establishing a suitable body to prepare such a code.
Considering that it was desirable to co-operate within their respective fields of competency, in order to extend
the scope of the proposed safety code for fishing vessels to make reference to all aspects of the safety of
fishing vessels and crew, the three organizations subsequently entered into an agreement with respect to the
principles of co-operation and the areas of mutual interest and responsibility in the field of fishing vessels and
fishing vessel crewmembers, namely FAO, fisheries in general; ILO, labour in the fishing industries; and IMO,
safety of life, vessels and equipment at sea.
Following the above agreement, draft contributions to the Code of Safety for Fishermen and Fishing Vessels
were prepared by FAO, ILO and IMO. It was agreed that the Code should be divided into two parts:
- Part A for skippers and crews, and
- Part B for fishing vessel builders and owners.
-
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Part A of the Code was adopted by the first session of the Joint FAO/ILO/IMO Meeting of Consultants on
Safety on Board Fishing Vessels which was held at ILO Headquarters in Geneva in September 1968.
Later amendments to Part A were approved by the IMO Maritime Safety Committee (MSC) at its thirtieth
session in the Spring of 1973. At the same session, the Committee approved the final text of Part B which was
endorsed by the FAO Council at its 64th session (Autumn 1974) and also endorsed by the Governing Body of
the ILO at its 195th session (February 1975).
As is well known, in 1977, an International Conference on the Safety of Fishing Vessels adopted the
Torremolinos International Convention on the Safety of Fishing Vessels, 1977, that, for a number of reasons
had not entered into force. Consequently, a further International Conference was convened sisteen years later,
also at Torremolinos, Spain, that adopted the Torremolinos Protocol of 1993 relating to the Torremolinos
International Convention for the Safety of Fishing Vessels, 1977.
The point is that Resolution 4 of the Conference requests IMO to review, as a matter of priority the
FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels, Part A and Part B. The Code of Safety for
Fishing Vessels, Part A, addresses safety and health requirements while Part B deals with the construction
and equipment related matters of fishing vessels of 24 m in length and over.
The MSC entrusted the revision of the Code to its Sub-Committee on Stability and Load Lines and on Fishing
Vessels Safety (SLF) and recommended that the developments in fishing vessel design and fishing operations
should be taken into consideration. The MSC also entrusted SLF to revise the Voluntary Guidelines for the
Design, Construction and Equipment of Small Fishing Vessels, that had been approved by MSC in 1979,
which addresses vessels of 12 m in length and over but less than 24 m in length. In this regard, IMO was
requested to invite , as it has been the standard practice, theFAO and ILO to participate in the revision.
At its forty-second session, the SLF Sub-Committee established an intersessional correspondence group for
the revision of Part B of the Code and the Voluntary Guidelines.
Later, at its forty-fifth session in July 2002, FAO and ILO submitted a proposal to commence the revision of
Part A. The Sub-Committee considered that unlike the current version, which was intended to be read by
crewmembers on fishing vessels, the revised version should be directed primarily towards Competent
authorities, training institutions, fishing vessel owners, representative organizations of the crew, and nongovernmental
organizations having a recognized role in crewmembers. safety and health and training.
Competent authorities would be encouraged to make use of the contents of the Code in the production of
safety and health and training materials in an appropriate format to suit the particular needs of the fisheries of
the country or region and in local languages.
The revision of the Code and the Voluntary Guidelines were approved by MSC at its seventy-ninth session in
2004.
Objectives and Contents of the Part A of the Code
So, following the statements and information provided, the purpose of this part A of the Code is to provide
information with a view to promoting the safety and health of crewmembers on board fishing vessels. It is
intended also to serve as a guide to those concerned with framing measures for the improvement of safety
and health on board fishing vessels but is not a substitute for national laws and regulations.
Its scope is limited to basic information necessary for the safe conduct of fishing operations.
There are chapters concerning
• general provisions;
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• navigation;
• safety of the vessel;
• safety on deck;
• safety in fishing operations;
• safety in machinery spaces and of mechanical equipment;
• special safety precautions;
• life-saving appliances;
• fire precautions and fire fighting;
• shipboard facilities for personnel,
• safety organization and conditions for employment;
• and abandoning vessel, survival and rescue.
It also includes several appendices. At the moment there were no plans to revise this publication.
As we can see the scope is limited to very basic information as is necessary for the safe conduct of fishing
operations. The Code leaves each Competent authority to take every possible measure to promote safety and
health aboard all fishing vessels, according to the criteria stated in this Part A of the Code.
8.2.- FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels – Part B
As it is said in the preceding paragraph, The Code of Safety for Fishermen and Fishing Vessels originated
from a resolution adopted by the International Labour Organization (ILO) in 1962. Subsequent to that
resolution, the Food and Agriculture Organization (FAO), ILO and the International Maritime Organization
(IMO) entered into an agreement to co-perate, within their respective fields of experience, to elaborate the
Code. The agreement reiterated that the respective areas of competence are:
• FAO - fisheries in general;
• ILO - labour in the fishing industry; and
• IMO - safety of life, vessels and equipment at sea.
the Code was elaborated in two parts:
• Part A addressed to skippers and crews, containing operational and occupational requirements;
and
• Part B addressed to shipbuilders and owners containing requirements for the construction and
equipment for fishing vessels.
The International Conference on the Safety of Fishing Vessels (where the Torremolinos Protocol was
adopted), also adopted, inter alia, resolution 4 in which it is noted that the Protocol does not contain specific
requirements for certain safety equipment for fishing vessels of less than 45 m in length, such as life-saving
appliances. Consequently, it urged all States, in view of the inherent risks involved in the operation of fishing
vessels, to consider the requirements for safety equipment when deciding, in accordance with article 3(4) of
the Protocol, which regulations they should apply, wholly or in part, to fishing vessels of 24 m in length and
over but less than the applicable length criteria of the chapter in question.
It was also noted that initiatives had been taken by certain States to develop uniform regional standards as
called for in article 3(5) of the Protocol to ensure that the safety of fishing vessels covered by article 3(4)
thereof is maintained at an acceptable level by determining which regulations, contained in the annex to the
Protocol should apply, wholly or in part, to such vessels.
In its review of regional standards so developed, the MSC of IMO noted that they had been examined by the
Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF) with a view to the desirability
of developing a template for other countries or regions (see documents MSC 68/INF.10 and MSC 70/INF.24).
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It was also noted that, in the examination process, the provisions of these regional standards had provided
valuable information in relation to the revision of Part B of the Code.
The MSC accepted that for certain sizes of vessels, the minimum standards contained in the Protocol should
be applied and considered that it would be appropriate to refer to such provisions of the Protocol, where
relevant, in the revised text of Part B of the Code. It was also accepted by the Committee that any such
references must stress the voluntary nature of the Code and substitute the mandatory terms “shall” and “will”
by the recommendatory word “should”.
The MSC acknowledged that there had been significant developments in relation to the management of
fisheries that contained principles in support of the safety of fishermen and fishing vessels. It noted in
particular:
.1 the agreement for the Interpretation of the Provisions of the United Nations Convention on the Law
of the Sea of 10 December 1982 Relating to the Conservation and Management of Straddling Fish
Stocks and Highly Migratory Fish Stocks of 1995; and
.2 the Code of Conduct for Responsible Fisheries adopted by the Conference of FAO in 1995.
The MSC recognized then that the safety at sea aspects contained within these instruments could be relevant
in relation to the revision of Part B, in particular:
.1 the arrangements for the monitoring control and surveillance of fishing vessels including
recommendations for the reporting of the position of a fishing vessel at sea;
.2 the marking of fishing vessels in accordance with uniform and internationally recognized systems
such as the FAO Standard Specifications for the Marking and Identification of Fishing Vessels; and
.3 the integration of fishing vessels into search and rescue systems.
In entrusting the revision of the Code to the SLF Sub-Committee, the MSC recommended that the recent
developments in fishing vessel design and fishing operations should be taken into consideration. The MSC
also entrusted the SLF Sub-Committee to revise the Voluntary Guidelines for the Design, Construction and
Equipment of Small Fishing Vessels, that had been approved by MSC in 1979, which addresses vessels of 12
m in length and over but less than 24 m in length. In this regard, IMO was requested to invite FAO and ILO to
participate in the revision. Both Organizations responded positively to the subsequent invitation.
The SLF Sub-Committee established a correspondence group to facilitate the revision of the Code and the
Voluntary Guidelines and following clearance by the relevant sub-committees of the IMO, the revised text was
submitted to the MSC at its seventy-ninth session ( December 2004) at which it was approved.
Purpose and Scope
The purpose of this part of the Code continues to be the povision of information on the design, construction,
and equipment of fishing vessels with a view to promoting the safety of fishing vessels and safety and health
of the crew. The Code is not a substitute for national laws and regulations nor is it a substitute for the
provisions of international instruments in relation to safety of fishing vessels and crew although it may serve as
a guide to those concerned with framing such national laws and regulations.
The Code is, hence, voluntary. It is wider in scope than the Torremolinos Protocol and only the minimum
requirements to ensure the safety of fishing vessels and safety and health of the crew are given in this part of
the Code for fishing vessels of 24 m in length and above. Each Competent authority should take every
possible measure to promote the safety of the vessels concerned.
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Certain sections of this part of the Code make reference to the minimum standards set out in the provisions of
the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, as modified by the
Torremolinos Protocol of 1993. For the purpose of this part of the Code, these are considered to be the
minimum standards acceptable in relation to the classes of vessels, as prescribed in the Protocol, to which
they should be applied.
Regional uniform standards or guidelines that have been submitted to IMO as provided for under Article 3,
paragraphs (4) and (5) of the Protocol for fishing vessels registered and operating in such regions, prevail over
chapters IV, V, VII and IX of this part of the Code. For all other fishing vessels of 24 m in length and over but
less than 45 m in length, that are registered in such regions but operate, or are intended for operation outside
the region, the whole of this part of the Code would serve as a guide.
It should be noted that, unless otherwise stated, the provisions of this part of the Code are intended to apply
to new decked fishing vessels of 24 m in length and above. However, even where not otherwise stated, the
Competent authority should also apply these provisions, as far as reasonable and practicable, to existing
decked fishing vessels.
The provisions of this part of the Code do not apply to fishing vessels for sport or recreation or to processing
vessels.
Where operating experience has clearly shown that departure from the provisions of this part of the Code is
justified, or in applying this part of the Code to any other equivalent area of operation for any vessel covered
by this part of the Code, the Competent authority may permit adequate alterations or substitutions thereof.
In short, Part B of the Code provides information on the design, construction and equipment of fishing
vessels with a view to promoting the safety of the vessel and the safety and health of the crew. It applies to
new decked fishing vessels of 24 metres in length and above which are in the above categories:
.1 intended for fishing operations in unlimited sea areas;
.2 intended for fishing operations in sea areas up to 200 nautical miles from a place of shelter;
and
.3 intended for fishing operations in sea areas up to 50 nautical miles from a place of shelter
The Code includes chapters covering:
• general provisions;
• construction, watertight integrity and equipment;
• stability and associated seaworthiness;
• machinery and electrical installations and periodically unattended machinery spaces;
• fire protection, fire detection, fire extinction and fire-fighting;
• protection of the crew;
• life-saving appliances and arrangements;
• emergency procedures, musters and drills;
• radiocommunications;
• shipborne navigational equipment and arrangements; and
• crew accommodation.
The chapter concerning protection of the crew includes sections on general protective measures; deck
openings, stairways and ladders; accommodation ladders and gangways; galleys; winches, tackle and lifting
gear; lighting in working spaces; ventilation in working and storage spaces; danger areas; medicine chest;
and miscellaneous. The chapter on crew accommodation includes a general section and individual sections
19

on lighting, heating and ventilation; sleeping rooms; mess rooms; sanitary facilities; hospital
accommodation; potable water facilities; provision stores; and cooking and beverage facilities.
8.3.- FAO/ILO/IMO Voluntary Guidelines for the Design, Construction and Equipment of Small Fishing
Vessels
The history of the development of the voluntary Guidelines started in the mentioned meeting of consultants on
safety on board fishing vessels, jointly convened in 1974 by the Food and Agriculture Organization of the
United Nations (FAO), the International Labour Organization (ILO) and the International Maritime Organization
(IMO), for the purpose of finalizing the text of part B of the Code of Safety for Fishermen and Fishing Vessels,
which applies to vessels of 24 metres in length and over.
It was recommended that the three Organizations should continue to co-operate with a view to establishing
voluntary guidelines for the design, construction and equipment of vessels of less than 24 metres in length.
Subsequently the Maritime Safety Committee (MSC) of IMO took note of the aforementioned recommendation
and requested its Sub-Committee on Safety of Fishing Vessels to develop such guidelines in co-operation with
FAO and ILO.
It should be noted again that the Torremolinos Convention applies only to fishing vessels of 24 metres in
length and over, people should be aware of that the vast majority of fishing vessels throughout the world are of
less than 24 metres in length. Consequently, it was adopted a resolution recommending that IMO continue to
develop safety standards for design, construction and equipment of such fishing vessels with a view to
promoting the safety of these vessels and their crews.
FAO, ILO and IMO finalized the original text of the Voluntary Guidelines at the twenty-first and twenty-second
sessions of the IMO Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF). The
Guidelines were approved by the MSC at its forty-first session in October 1979 and by the FAO in November
1979 for circulation to Governments. The ILO Governing Body was informed at its 211th session in November
1979 of the intention to publish this document.
It was pointed out, however, that some parts of the Guidelines required further development. These mainly
concerned stability criteria, which were considered at that time as being only tentative. Bearing in mind that
development of appropriate stability criteria for any type of fishing vessel is a very complex problem, which has
not been entirely solved even for larger vessels, the International Conference on Safety of Fishing Vessels,
1977, adopted a resolution recommending that IMO continue studies with the aim of formulating detailed
stability standards for fishing vessels.
Following the adoption of the Torremolinos Protocol of 1993 relating to the Torremolinos International
Convention for the Safety of Fishing Vessels, 1977, the MSC undertook the review of the FAO/ILO/IMO Code
of Safety for Fishermen and Fishing Vessels, Part A and Part B.
At the same time, it also decided to review the Voluntary Guidelines for the Design, Construction and
Equipment of Small Fishing Vessels. In requesting the SLF Sub-Committee to review the Guidelines, the MSC
recommended that the concerns expressed in paragraph 5 above, as well as recent developments in fishing
vessel design and fishing operations should be taken into consideration.
FAO, ILO and IMO completed the task of reviewing and revising the Voluntary Guidelines and the final text
was approved by the MSC at its seventy-ninth session in 2004.
Purpose and Scope
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The purpose of the Voluntary Guidelines is to provide a general guidance on safe practices for the design,
information on the design, construction, and equipment of small fishing vessels with a view to promoting the
safety of the vessel and safety and health of the crew. They are not intended as a substitute for national laws
and regulations but may serve as a guide to those concerned with framing such national laws and regulations.
Each competent authority responsible for the safety of fishing vessels should ensure that the provisions of
these guidelines are adapted to its specific requirements, having due regard to the size and type of vessels,
their intended service and area of operation.
The Guidelines applies, unless otherwise stated, to new decked fishing vessels of 12 m in length and over, but
less than 24 m in length. Nevertheless, even where not otherwise stated, the competent authority should as far
as reasonable and practical give consideration to the application of these provisions to existing decked fishing
vessels.
The provisions of the guidelines do not apply to fishing vessels for sport or recreation or to processing vessels.
The contents are quite similar to those of the code, but having in mind that they applied to smaller
vessels. They address, among other things, construction, watertight integrity and equipment; stability and
associated seaworthiness; machinery and electrical installations; fire protection, fire detection, fire extinction
and fire-fighting equipment; protection of the crew; life-saving appliances; radio communications;
navigational equipment and crew accommodation.
8.4.- FAO/ILO/IMO Document for Guidance on Fishermen’s Training and Certification and its revision
The terms of reference of the Tripartite Meeting include “to assess work done by the FAO/ILO/IMO
Working Group and by the FAO and the IMO”. This refers primarily to the joint FAO/ILO/IMO work to revise
the Document for Guidance.
The original Document for Guidance, prepared by a joint FAO/ILO/IMO Working Group in the early
1980s and published in 1985, takes account of the related ILO and IMO Conventions and FAO experience and
provides guidance for the institution, amendment or development of national programmes for the vocational
training of any category of fishermen. The Document concerns the training and certification of both smallscale
and industrial maritime fishermen, although the parts concerning small-scale fishing are rather limited. It
notes that programmes for fishermen should be based on an analysis of the prevailing needs and conditions in
each particular area and that these programmes should be prepared by competent authorities with
organizations involved in the fishing industry and the overall welfare and development of the fishing
community. The sociological and educational backgrounds of the fishing community concerned are to be
considered to ensure that the standards are realistic and can be attained.
8.5.- Revision of the Document for Guidance
In 1997 the 68 th Session of the Maritime Safety Committee proposed the revision of the Document for
Guidance primarily to bring it into line with the provisions of the STCW-F Convention and the FAO Code of
Conduct for Responsible Fisheries. At its 270 th Session (November 1997), the ILO’s Governing Body
considered the proposal and authorized the holding of a Joint FAO/ILO/IMO Working Group on Fishermen’s
Training in London from 12 to 16 January 1998, with a composition of four representatives from the ILO (two
Employer and two Worker), two representatives from the FAO and two from the IMO. Authorization for this
work was also given by the FAO. A second session, held in January 1999, was authorized by the 69 th Session
of the Maritime Safety Committee (May 1998), the 273 rd Session of the ILO Governing Body (November 1998)
and the FAO.
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During these two sessions the FAO/ILO/IMO Working Group considered amendments to the
Document for Guidance based on a draft revision submitted by FAO which included, among other things, the
functional competence approach used in the IMO’s International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended in 1995 (STCW-F Convention) concerning
safety aspects, and the FAO Code of Conduct for Responsible Fisheries concerning fishing aspects. The
Group also prepared guidelines and recommendations for the training and certification of personnel on board
fishing vessels of 12 metres in length and over but less than 24 metres, reviewed the requirements and
recommendations on prevention of fatigue and prepared guidelines for the prevention of fatigue of fishing
vessel personnel. It also considered certain requests by the Maritime Safety Committee concerning
resolutions adopted by the STCW-F Conference are as follows:
- Resolution 3 - Guidelines and recommendations for fishing vessel personnel;
- Resolution 4 - Training of deckhands on board fishing vessels of 24 metres in length and
over;
- Resolution 6 - Training and certification of personnel on board large fishing vessels; and
- Resolution 7 - Requirements for officers in charge of an engineering watch and
watchkeeping provisions
The draft revised Document for Guidance, which is attached to the FAO/ILO/IMO Working Group’s
report (MSC 71/6/2) was considered by the IMO’s Sub-Committee on Standards of Training and
Watchkeeping (STW) in January 2000 and by the ILO Governing Body and FAO. The major proposed
revisions to the Document for Guidance included bringing it into line with the provisions of the STCW-F
Convention, including the addition of a new chapter concerning the “functional skill training option”; a new
chapter and appendix concerning the FAO Code of Conduct for Responsible Fisheries; an appendix
concerning fatigue; and an appendix concerning the principles to be observed in keeping an engineering
watch.
8.5.1.- The functional skill training option
The chapter of the Document for the Guidance concerning the “functional skill training option” provides
guidance to national administrations on the use of skills-based training and assessment arrangements in
conjunction with the established systems for determining the competence of fishing vessel personnel. The
skills-based training system involves different approaches to curricula, methods of teaching, assessment and
certification to those traditionally used. It focuses on the ability of a person to perform skilled tasks and the
practical application of knowledge in a range of variable operational situations. Competency is determined
when the fishermen can prove his ability to perform a predetermined range of skills or functions to an agreed
standard.
8.5.2.- Fatigue
The Document for Guidance notes that the STCW-F Convention requires that watchkeeping personnel
should not be impaired by fatigue. Fatigue is seen to result in the degradation of human performance and the
impairment of rational decision-making and thus has implications for the overall safety of the vessel and for all
personnel. Reference is also made to a new appendix which contains information on fatigue and the
classification of factors contributing to it. All concerned in the operation of the vessel should be aware of the
contributory factors and how the effects of fatigue can prejudice the safe operation of the vessel. The skipper,
senior officers and other personnel having a supervisory role should be able to recognize the development of
fatigue among the fishing vessel’s personnel.
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8.6.- ILO/IMO/WHO International Medical Guide for Ships 3
The International Medical Guide for Ships, recently reviewed in 1988, aims to enable users to
diagnose and treat injured and sick seafarers; to serve as a textbook on medical problems for those studying
for a certificate in medical training; and to help in giving crews some training on first aid, and on the prevention
of diseases. It covers most types of injuries and illnesses experienced at sea. Chapter 9, Diseases of
fishermen, provides advice related to such diseases. Some countries require the Guide, or a national
equivalent, to be carried on board. At present there are no plans to revise this publication.
9.- United Nations
The United Nations Convention on the Law of the Sea, in Part VII “High Seas”, Section 1 “General
Provisions”, Article 94, “Duties of the flag State”, paragraph 1, provides that “Every State shall effectively
exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag. The
Convention does not exclude fishing vessels from these requirements. Furthermore, paragraph 3 provides
that “Every State shall take such measures for ships flying its flag as are necessary to ensure safety at sea
with regard, inter alia, to:
(a)
(b)
(c)
the construction, equipment and seaworthiness of ships;
the manning of ships, labour conditions and the training of crews, taking into account the
applicable international instruments; and
the use of signals, the maintenance of communications and the prevention of collisions”.
10.- Recent Developments: The Safety of Small Fishing Vessels less than 12 m in Length
Commercial fishing is one of the most hazardous occupations in the world with more than 24,000
fatalities per year, the large majority of which occur aboard small fishing vessels, as stated by the Food and
Agricultural Organization of the United Nations 4 (FAO, www.fao.org).
A comparison between fatality statistics in the fishing industry and general occupational fatality rates
of other occupational categories shows that fishing is one of the most dangerous professions. In Australia,
between 1982 and 1984, the fatality rate for fishermen was 143/100,000 person-years compared to
8.1/100,000 generally; in Denmark, from 1989 to 1996, the rate was 25-30 times higher than the rate for those
employed on land; in the United States in 1996, the death rate was estimated at eight times that of persons
operating motor vehicles for a living, 16 times higher than such occupations as fire-fighting and police work
and over 40 times the national average; in China, over 400 fishermen are reported killed in accidents each
year; in Tunisia in 1994, the rate was double the national average 5 .
The International Labour Office of the United Nations (ILO, www.ilo.org) study Safety and Health in
3 WHO: International Medical Guide for Ships (Geneva, 2 nd edition, 1988), www.who.org
4 IMO document SLF/48/16
5 Other estimated comparative rates for 1997 (with x indicating the occupational fatality rate for the general population)
include Republic of Korea (15x), Estonia (11x), Italy (21x), Lithuania (11x), Poland (9x), Romania (2x), Spain (6x) and
Canada (3.5x).
23

the Fishing Industry 6 also supports the figures given by the FAO. The paper presents statistics on occupational
fatalities and injuries in the fishing industry in selected countries. The ILO's Occupational Safety and Health
Branch estimates that fishing has a worldwide fatality rate of 80 per 100,000 workers or approximately 24,000
deaths per year, and estimates that there are 24 million non-fatal accidents in the sector annually.
Furthermore, it should also be recognized that in many countries regulatory regimes, Guidelines or
standards for small fishing vessels are either non-existent or inappropriate. Currently, there are no
international safety standards in place for decked fishing vessels of less than 12 m in length and undecked
fishing vessels of any size.
In 1998, FAO estimated that the global fishing fleet consisted of about 1.3 million decked vessels and 2.8
million undecked vessels. Of the latter, 65% were not fitted with mechanical propulsion systems.
Figures 1 and 2 show the distribution of powered decked and undecked fishing vessels by continent. There is
little information available for the undecked/non-motorized vessels but it is estimated that Asia accounts for
about 83% of them.
The first-hand statistics on fisheries employment are scarce, incomplete and of low quality. According to FAO
records, employment in the primary capture fisheries and aquaculture production sectors in 1998 was
estimated to have been about 36 million people, including full-time, part-time and occasional workers. About
60% of them are employed in marine fisheries. Figure 3 shows the distribution of fishermen by continent.
About two-thirds of these fishermen work onboard fishing vessels of less than 12 m in length, both decked and
undecked.
Figure 1: Distribution of Decked Fishing Vessels by Continent in 1998. Source: FAO.
6 Safety and Health in the Fishing Industry: Report for discussion at the Tripartite Meeting on Safety and Health in the
Fishing Industry, Geneva, 13-17 December 1999.
24

Figure 2: Distribution of Undecked Fishing Vessels by Continent in 1998. Source: FAO.
Figure 3: Distribution of Fishermen by Continent in 1998. Source: FAO.
Summarizing: most of the fatalities occur on board fishing vessels, but specially small ones, mostly below 12
meters length, which are the vast majority of fishing boats of the world. And again, the great majority of them
are in the Asiatic Continent. Every year that elapses seafarers die in the quantity of 24,000, most of them in
boats of less than 12 meters in length. The need for an instrument covering this type of boats is of paramount
important.
10.1.- Recommendations agreed at regional meetings relating to safety standards for small fishing
vessels
Several regional meetings that have been held recently on the safety in the fishing industry have
made recommendations related to the development of safety standards for small fishing vessels. The following
paragraphs provide examples on recommendations that were agreed.
The BOBP 7 /FAO Regional Workshop on Sea Safety for Artisanal and Small-scale Fishermen was
held in Chennai, India from 8 to 12 October 2001. It was attended by representatives of Fisheries and Maritime
Administrations, Coast Guard/ Navy and Fishermen’s Associations, nominated by the Governments of seven
countries around the Bay of Bengal. The Chennai Declaration, which was adopted at the end of the workshop,
recommended that .fisheries and maritime administrations enhance their knowledge of the operations and
constraints of the artisanal and small-scale fisheries sectors in order to formulate effective guidelines,
standards and regulations for the safety of fishing vessels, including the certification and training of crews.
The FAO/SPC 8 Regional Expert Consultation on Sea Safety in Small Fishing Vessels was held in
Suva, Fiji, 9-13 February 2004. It was attended by 30 experts, most of which were from the island states
around the Pacific Ocean. The Consultation recommended that improved small boat safety will best be
achieved through the development and implementation of co-ordinated national strategies, which should
include the development, enactment and implementation of appropriate and sensitive legislation for small
fishing vessels, including the carriage of safety equipment, training/certification requirements and construction
7 Bay of Bengal Programme (BOBP) is a multiagency regional fisheries programme which covers seven countries around the Bay of
Bengal . Bangladesh; India; Indonesia; Malaysia; Maldives; Sri Lanka; and Thailand.
8 Secretariat of the Pacific Community (SPC) is an international organization that works in partnership with its
members, other organizations and donors to deliver priority work programmes to member countries and territories. SPC programmes
benefit 22 Pacific Island countries and territories . American Samoa; Cook Islands; Federated States of Micronesia (FSM); Fiji
Islands; French Polynesia; Guam; Kiribati; Marshall Islands; Nauru; New Caledonia; Niue; Northern Mariana Islands (CNMI); Palau,
Papua New Guinea (PNG); Pitcairn Islands; Samoa; Solomon Islands; Tokelau; Tonga; Tuvalu; Vanuatu; and Wallis and Futuna.
The 27 members of the Pacific Community include above island countries and territories, plus the four remaining founding countries:
Australia, France, New Zealand and the United States of America.
25

standards and the determination of minimum mandatory requirements for each class of small fishing vessel,
with due regard to operational circumstances.
The IMO Regional Workshop on the Safety of Indigenous Fishing Vessels in the Caribbean held in
Saint Lucia, 7-10 December 2004 agreed, in Recommendation 4, that the requirements for open vessels of
less than 10 m in length given in the Schedule to the Model Shipping (Safety of Small Fishing and Pleasure
Vessels) Regulations, 2002, should be used as the basis for developing minimum standards for the safety of
fishing vessels of less than 12 m in length, for circulation under the region. In this regard, the IMO should draft
the minimum standards taking into account the recommendations of Group 5, for circulation in the region.
10.2.- The Need for a new Instrument addressing smaller Fishing Vessels
International safety standards for fishing vessels already in place do not apply to small vessels under 12
meters in length. As a recapitulation, they are the following:
1. The 1993 Torremolinos Protocol relating to the Torremolinos International Convention for the Safety of
Fishing Vessels, 1977. The Protocol applies to decked fishing vessels of 24 m in length and over, but
certain chapters are not applicable to vessels of less than 45 m in length. On the basis of Articles 3(4)
and 3(5) of the Protocol and in order to apply uniform standards to vessels of 24 m in length and over,
not covered by the Protocol, the following regional standards have been developed and
communicated to IMO:
• Guidelines for the safety of fishing vessels of 24 m and over but less than 45 m in length
operating in the East and South-East Asia region, adopted at a Conference in Tokyo in
February 1997; and
• European regional agreement applicable from 1 January 1999. The European legislation
introducing a harmonized safety regime for fishing vessels of 24 m in length and over was
adopted in December 1997 and is entirely based upon the 1993 Torremolinos Protocol.
2. The FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels, 2005. The Code, which was
approved by MSC 79, is divided into two parts. Part A on the safety and health practice applies to all
fishing vessels while Part B on the safety and health requirements for the construction and equipment
of fishing vessels applies for decked fishing vessels of 24 m in length and over.
3. The FAO/ILO/IMO Voluntary Guidelines for the Design, Construction and Equipment of Small Fishing
Vessels, 2005. The Guidelines, which were approved by MSC 79, apply to decked fishing vessels of
12 m in length and over but less than 24 m in length.
The foregoing strongly suggested the need for safety standards for small fishing vessels.
The purpose of such standards would be to provide information on design, construction and equipment of
decked fishing vessels of less than 12 m in length and undecked vessels of any size.
Such standards may serve as a guide to those framing national laws and regulations relating to these
subjects. The primary users of the standards would, therefore, be those competent authorities which intend to
upgrade their national laws and regulations. In order to serve these users:
1. The document should be user-friendly, consisting of a comprehensive set of guidelines concerning the
safety of fishing vessels and their crews.
26

2. The document need not have the same depth of technical detail as the Voluntary Guidelines on all
subjects. Issues of interest to the target group, such as construction and stability, should receive more
extensive coverage.
3. The format of the document should follow the FAO/ILO/IMO Voluntary Guidelines for the Design,
Construction and Equipment of Small Fishing Vessels, 2005, in that the chapter/annex and subject
order are the same, and if necessary, with addition of chapter(s)/annexe(s) on topics not included in
the Voluntary Guidelines .
10.3.- On-going Task: the new SAFETY RECOMMENDATIONS FOR UNDECKED VESSELS OF LESS
THAN 12 METRES IN LENGTH AND UNDECKED VESSELS.
The IMO jointly with other UN Agencies such as the FAO and the ILO are currently developing new Safety
Recommendations for undecked vessels of less than 12 metres in length and undecked vessels in general.
As stated in the last IMO meeting regarding Stability, Load Lines and Fishing Vessels Safety, SLF 49, the new
initiative continues IMO efforts as follows:
After the adoption of the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention
for the Safety of Fishing Vessels, 1977, the MSC undertook the review of the FAO/ILO/IMO Code of Safety for
Fishermen and Fishing Vessels, Part A and Part B. At the same time, it also decided to review the Voluntary
Guidelines for the Design, Construction and Equipment of Small Fishing Vessels. As part of the process of
raising the safety culture in the fishing vessel sector, the MSC directed the SLF to produce safety standards
for the smallest fishing vessels.
Consequently, the SLF sub-committee established a correspondence group to facilitate the revision of the
Code and Voluntary Guidelines and, following clearance by the relevant sub-committees of the IMO, the
revised text was submitted to the MSC at its seventy-ninth session (1 to 10 December 2004) at which it was
approved. At the twenty-sixth session of the Committee on Fisheries in March 2005, FAO welcomed the
revised Code and Voluntary Guidelines and recommended the early publication by IMO of these documents.
The Governing Body of the ILO approved the revised texts at its 79 th session in June 2005.
Having considered the relevant justification by the SLF Sub-committee, the MSC at its seventy-ninth session
agreed to include in the work programme of the Sub-Committee a new high priority item on “Safety of small
fishing vessels”. The aim being to develop safety recommendations for decked fishing vessels of less than
12m in length and undecked vessels of any length, bearing in mind that the largest majority of fishing fatalities
occur aboard such vessels.
The purpose of the safety recommendations is to provide guidelines to competent authorities for the design,
construction, equipment and training of the crew of small fishing vessels. Discretion should be exercised in
using provisions of the safety recommendations for the purpose of framing national safety requirements when
local weather and sea conditions and special operational requirements should be given particular
consideration. Furthermore, attention is drawn to Part A of the FAO/ILO/IMO Code of Safety for Fishermen
and Fishing Vessels, 2005, in particular Section 1 General and Section II Undecked vessels and decked
vessels of less than 12 metres in length.
The SLF Sub-Committee established a correspondence group to develop a consolidated draft text of the new
Safety recommendations.
The chapters and annexes of the future Safety Recommendations have been submitted as follows:
27

Chapter/
Annex
Contents
Countries/Organisations
which have submitted
documents
Preamble South Africa
Chapter 1 General provisions Denmark
Chapter 2 Construction, watertight integrity and equipment Japan
Chapter 3 Stability and associated seaworthiness FAO, Spain, Russia Fed.
Rep. of Korea, Japan
Chapter 4 Machinery and electrical installations Norway
Chapter 5 Fire protection and fire fighting Japan
Chapter 6 Protection of the crew Denmark
Chapter 7 Life-saving appliances Rep. of Korea
Chapter 8 Emergency procedures and safety training Venezuela
Chapter 9 Communications Norway
Chapter 10 Navigational equipment Iceland
Chapter 11 Crew accommodation ICFTU, South Africa
Chapter 12 Manning and training Rep. of Korea
Annex I Illustration of terms used in the definitions FAO
Annex II Construction standards for wooden fishing vessels 1 FAO
Annex III Construction standards for FRP fishing vessels 1 FAO
Annex IV Construction standards for steel fishing vessels 1 FAO
Annex V Construction standards for aluminium fishing vessels 1 FAO
Annex VI Anchoring and mooring equipment FAO
Annex VII Structural strength of hatch covers 1 FAO
Annex VIII Guidance on the dimensions of freeing ports FAO
Annex IX
An approximate determination of small vessel stability FAO, Spain,
by means of the rolling period
Annex X
An approximate determination of small vessel stability FAO, Spain
by means of the offset-load test 1
Annex XI Recommended practice on portable fish-hold divisions FAO, Spain
Annex XII An example of a stability notice FAO, Spain
Annex XIIII
Guidance on additional stability criteria for beam FAO
trawlers
Annex XIV Guidance on tools and spares to be carried onboard FAO
Annex XV Steering gear 1 FAO
Annex XVI Recommended practice exhaust systems FAO
Annex XVII Guidance on the installation of electrical equipment Norway
Annex XVIII Basic Fist Aid Kit FAO
Annex XIX Requirements for buoyant apparatus Rep. of Korea
Annex XX Guidance on the requirements for lifesaving equipment Rep. of Korea
Annex XXI Recommendation for testing lifejackets Rep. of Korea
Annex XXII Safety Training 1 Venezuela
Annex XXIII Safe operation of winches, line haulers and lifting gear ICFTU
Annex XXIV GMDSS Norway
1 Not yet submitted
28

Annex XXV Radar reflector Iceland
Annex XXVI
Equipment required to comply with the Collision Iceland
Regulations
Annex XXVII International Code of Signals Iceland
Annex XXVIII Distress Signals 1 Iceland
Annex XXIX Basic Pre-sea safety training South Africa, Rep. of Korea
Annex XXX Annotated list of pertinent publications South Africa, FAO
10.4.- Purpose, Scope and Highlights of the future Safety Recommendations
In general terms, the Safety Recommendations follow the same structure and apply the same safety
principles as the Code of Safety and the Voluntary Guidelines. They follow the same chapter organization as
the preceding instruments, only that they apply to ships of lesser length.
The purpose and scope of the Safety Recommendations is to provide information on the design,
construction, equipment and training of the crew of small fishing vessels with a view to promoting the safety of
the vessel and safety and health of the crew. Unless otherwise stated, the provisions of these guidelines are
intended to apply to new decked fishing vessels of less than 12 m in length and new undecked vessels of any
length. Nevertheless, even where not otherwise stated, the competent authority should as far as reasonable
and practical give consideration to the application of these provisions to existing fishing vessels.
They are not intended as a substitute for national laws and regulations but may serve as a guide to
those concerned with framing such national laws and regulations. Each competent authority responsible for
the safety of fishing vessels should ensure that the provisions of this safety recommendation are adapted to its
specific requirements, having due regard to the size and type of vessels, their intended service and area of
operation. Before doing so, competent authorities should consult with the fishing vessel owners and fishermen,
and their representative organizations, and other relevant stakeholders such as fishing vessel designers,
builders, and equipment manufacturers. When adapting the safety recommendations, the competent authority
should endeavour to ensure a level of safety at least equivalent to the provision or provisions concerned.
As usual for this kind of instrument, the provisions of the Recommendations do not apply to fishing
vessels used for sport or recreation.
As we have seen, the vast majority of fishing vessels around the world are those of less than 12
meters in length. In the case of developed countries, we are generally dealing with GRP boats following wellknown
models with high capabilities of stability and seaworthiness. In those cases the body plan of the fishing
vessel is known. But this is not, in fact, the most common scenario worldwide and in most cases smaller boats
are made of wood, possibly artesanal in design with no body plans or hydrostatics, with no GZ or other
particulars.
Given the fact that we are dealing with very different ship designs,i.e. those from Morocco to South
Africa, from Barbados to Indonesia, it is very important that the guidelines should remain “regional” in nature.
As a result they should be determined by the different types of seas, with their different significant wave
heights, and the different types of activity undertaken. A fisherman in Banda Aceh and his vessel will be
different from those in the Red Sea in Yemen, and different again to those in Mauritania.
So, the decision taken by the group was to assess different design categories of ships and different
distance categories that ships could navigate up to. This is, possibly, the most outstanding contribution of the
Recommendations.
29

Design categories
The categories here indicate sea and wind conditions for which a vessel is assessed by this standard
to be suitable, provided the vessel is correctly operated and at a speed appropriate to the prevailing sea state.
.1 Design category A
Category of vessels considered suitable to operate in seas with significant wave heights above 4 m
and wind speeds in excess of Beaufort Force 8, but excluding abnormal conditions, e.g. hurricanes.
.2 Design category B
Category of vessels considered suitable to operate in seas with significant wave heights up to 4 m and
winds of Beaufort Force 8 or less.
.3 Design category C1
Category of vessels considered suitable to operate in seas with significant wave heights up to 2 m and
a typical steady wind force of Beaufort Force 6 or less.
.4 Design category C2
Category of boats considered suitable to operate in seas with significant wave heights up to 1 m and a
typical steady wind force of Beaufort Force 5 or less.
.5 Design category D
Category of vessels considered suitable to operate in waters with significant wave heights up to and
including 0.30 m with occasional waves of 0.5 m height, for example from passing vessels, and a typical
steady wind force of Beaufort 4 or less.
At the same time, some Distance categories were defined, in order to be accompanied by the design
categories.
Distance categories
The categories here indicate the distances from safe haven for which a vessel is assessed by the safety
recommendation to be suitable, provided the vessel is correctly operated. The competent authority may vary
the distance from a safe haven to suit local conditions, practice and experience.
Category High Seas Deep Sea Offshore Inshore Near Shore
Distance More than Not more than Not more than Not more Not more
200nm 200nm
100nm than 20nm than 5nm
In the next table, we can see where (in which chapters) the Design and Distance categories apply.
Design Distance
Chapter 1 General provisions
Chapter 2 Construction, watertight integrity and equipment X
Chapter 3 Stability and associated seaworthiness X
Chapter 4 Machinery and electrical installations X X
Chapter 5 Fire protection, detection and extinction X
Chapter 6 Protection of the crew X
Chapter 7 Life-saving appliances X X
Chapter 8 Emergency procedures and safety training X
Chapter 9 Communications X X
30

Chapter 10 Navigational equipment X
Chapter 11 Crew accommodation X
Chapter 12 Manning and training X
Through these two instruments, the guidelines have been “regionalized”: the safety of lives at sea of
every fellow seafarer can be assessed in relation to these two variables. Governments have maps of the
regions and maps detailing the sea state of the areas where the seafarers go. Using this information, the
guidelines can be used to asess the safety of the boat and its equipment as well as the stability and freeboard
it requires.
As an example, the table below shows recommended life saving appliances based on the design and
distance categories.
Life Saving Appliances
Recommendations to competent authorities
Design Cat
Distance Cat
A / B C1 / C2 D
< 5nm 1 (or 2), 3, 5, 7, 8, 10, 11 3 (or 4), 7, 9, 10, 11
up to 20 nm 1 (or 2), 3, 5, 7, 8, 10, 11
up to 100 nm 1, 3, 5, 7, 8, 10, 11
Recommend 2, 3, (or 4), 7,
9, 10, 11
1 (or 2), 3, (or 4), 7, 9, 10,
11
3 (or 4), 7, recommend 9,
10, 11
Recommend 2, 3, (or 4), 7,
9, 10, 11
-
up to 200 nm 1, 3, 5, 7, 8, 10, 11 - -
over 200 nm 1, 3, 5, 7, 8, 10, 11 - -
Equipment to be carried onboard
1 Liferaft
2 Buoyant apparatus
3 Lifejacket
4 Personal flotation device
5 Immersion suit
6 Survival suit
7 Lifebuoy (where vessel is decked and > 7 m in length)
8 Distress signals = 4 parachute rockets (or 2 parachute + 2 hand held flares)
9 Distress signals = 2 hand held flares
10 Capsize rope
11 Whistle, mirror, torch
As simple, and, at the same time, as difficult as all that. The group is still studying all these issues but the idea
has been extremely well accepted by the IMO, its Members at the Plenary and the International Maritime
community as a whole.
11.- Acknowledgement
31

In the compilation of this paper excerpts have been reproduced from IMO documents and ILO
publication (TMF I/99) as deemed necessary. The authors are particularly indebted to the IMO, ILO and FAO
Secretariats for their support.
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