16.8.79 Official  Journal  of the European  Communities No C 206/3 
II 
(Preparatory  Acts) 
COMMISSION 
Amendments  to the  proposal  for a Council  Regulation  on the harmonization  of certain 
social  provisions  relating  to goods  transport  by inland  waterway  (') 
(Submitted  by the Commission  to the Council  on 17 July  1979  pursuant  Article  149  (2) of 
the EEC  Treaty) 
The recitals  and  Articles  in the original  Commission 
proposal  (*) are amended  according  to the following 
proposals,  the new  provisions  being  given  in full: 
1. The  recitals. 
The fifth  recital  has been  deleted. 
The sixth  recital  now  reads  as follows: 
'Whereas  the  Member  States  which  are  bound  by 
the provisions  of the international  rules  governing 
Rhine  navigation  must  open  negotiations  with  a 
view  to eliminating  the  incompatibilities  between 
these  regulations  and  Community  law.' 
A new  recital  is added  after  the sixth  recital: 
'Whereas  Council  Directive  76/207/EEC  of 
9 February  1976  on  the  implementation  of  the 
principle  of equal  treatment  for men  and  women  as 
regards  access  to employment,  vocational  training 
and promotion,  and  working  conditions  (2) implies 
the absence  of any  discrimination  based  on sex, 
whether  direct  or indirect,  particularly  by reference  to 
the matrimonial  state  or family  position.' 
o OJ  No C 259,  12.11.1975,  p. 2. 
C) OJ No L 39, 14.2.1976,  p. 40. 2. The  Articles 
(a) Article  1 now  reads  as follows: 
'For the purposes  of this  Regulation, 
1. "spreadover"  means  the period  between  the termin-
ation  and  the  commencement  of two  consecutive 
daily  rest  periods  or between  the  termination  of a 
daily  rest  period  and  the  commencement  of  a 
directly-following  periodic  rest  period  or between 
the termination  of  such  a rest  period  and  the 
commencement  of a directly-following  daily  rest 
period;  during  this  period  the  crew  must,  in 
accordance  with  the existing  provisions,  be present 
on board  the vessel. 
2. Unchanged. 
3. "Mixed^duty  day"  means  a day  during  which  the 
crew  carries  out,  either  ship  work,  or work  such 
as loading,  unloading,  maintenance  or repairs 
and must  remain  on stand-by. 
4. "Crew  member"  means  boatman,  helmsman, 
deckhand,  ship's  boy,  engineer  and  deckhand/ 
motorman. 
5. (a) "Daytime  sailing"  means  sailing  of a vessel 
whose  crew  composition  corresponds  to the 
provisions  of column  A in the tables  set out in 
the Annex  to the Regulation; 
(b) "semi-continuous  sailing"  means  sailing  of a 
vessel  whose  crew  composition  corresponds  to 
the provisions  of  column  B in the  Annex 
tables  set out in the Annex  to the Regulation; 
No C 206/4 Official  Journal  of the  European  Communities 16. 8. 79 
(c) "continuous  sailing"  means  sailing  of a 
vessel  whose  crew  composition  corresponds  to 
the provisions  of column  C in the  tables  set 
out in the Annex  to the Regulation. 
6. Unchanged. 
7. Unchanged. 
8. "Daily  rest  period"  means: 
— in daytime  sailing  any  uninterrupted  period 
of at least  eight  hours,  in semi-continuous 
sailing  any  uninterrupted  period  of at least 
10 hours,  and  in continuous  sailing  any 
uninterrupted  period  of at least  six  hours 
during  which  crew  members  dispose  freely 
of their  time  and  are  free  to move  about 
within  the  limitations  imposed  by 
Community  and  national  provisions  in 
respect  of  crew  composition  and 
attendance.' 
(b) Article  2 now  reads  as follows: 
'1. This  Regulation  shall  apply  to crew  members 
of vessels  using  the  waterways  of Member  States, 
except  passenger  vessels  and  vessels  referred  to in 
Article  4. 
2. During  a transitional  period  expiring  on the 
conclusion  of the  negotiations  referred  to in 
paragraph  3, this  Regulation  shall  not  apply  to 
crews  of vessels  which: 
— use  waterways  covered  by the  Regulation  on 
Inspection  of Shipping  on the  Rhine  of 1 April 
1976  and  belong  to undertakings  which  have 
their  registered  place  of business  on  Swiss 
territory, 
— are  covered  by the  Agreement  concerning  the 
working  conditions  of  Rhine  boatmen  of 
21 May  1954  and  belong  to undertakings 
which  have  their  registered  place  of business  on 
Swiss  territory. 
3. Member  States  which  are  bound  by  the 
provisions  of the Regulations  on  navigation  on  the 
Rhine  mentioned  below  shall  forthwith  start 
whatever  negotiations  are  necessary  by  ... 
(18 months  from  the adoption  of the  Regulation), 
in order  to: 
— modify,  within  the  framework  of the  Central 
Commission  for  Navigation  on the  Rhine,  the 
Regulation  on  Inspection  of Shipping  and 
Rafts  on  the  Rhine  of 1 April  1976,  to 
eliminate  from  it all provisions  which  prove 
incompatible  with  the  provisions  of this  Regu-
lation  or any  other  provisions  of  Community 
law, — modify  the Agreement  on conditions  of work 
of Rhine  boatmen  of 21 May  1954  to eliminate 
from  it all  provisions  which  prove  to be 
incompatible  with  the  provisions  of this  Regu-
lation  or any other  provisions  of Community  law 
or, if necessary,  denounce  the Agreement.' 
(c) Article  4 is amended  as follows: 
'This  regulation  shall  not  apply  to the  crew 
members  of the following  vessels: 
— ferries, 
— pontoons  and  floating  devices  incorporating 
mechanical  apparatus  but  not  used  to transport 
goods, 
— vessels  of under  150  tonnes  deadweight  which 
are not  tugs  or pushers  or other  vessels  used  as 
such, 
— vessels  which,  coming  from  or returning  to the 
sea, are  using  waterways  for  the  sole  purpose 
of being  loaded  or unloaded  in a port  situated 
thereon, 
— fishing  vessels  used  for fishing, 
— vessels  carrying  suitable  equipment  and  specially 
designed  for providing  immediate  assistance  in 
emergencies, 
— official  vessels  of  the  inland  waterway 
authority,  the police  force,  the armed  forces  or 
the fire  brigade,  and  all other  public  authority 
vessels, 
— tugs  and  pushers  used  solely  for  assisting  sea-
going  ships  in ports, 
— vessels  used  for  towing  at sea,  provided  they 
are not also  used  on inland  waterways, 
— vessels  used  exclusively  for  local  loading  and 
unloading  operations  in private  ports  attached  to 
a particular  company.' 
(d) Article  5 is amended  as follows: 
'1. Crew  members  must  meet  the  following 
requirements: 
(a) The  boatman 
He must  be at least  21 years  of age.  He must 
have  at least  five  years'  experience  as a member 
of a deck  crew  at sea  or on inland  waterways, 
including  at least  three  on inland  waterways. 
The practical  period  of experience  may  be 
reduced  by two  years,  when  it appears  that  the 
person  concerned  has  received  full  training  as a 
boatman.  The  minimum  standard  for  this 
training  shall  be laid  down  by the  Council, 
16. 8.79 Official  Journal  of the  European  Communities No C 206/5 
acting  on a proposal  from  the  Commission, 
after  the entry  into  force  of this  Regulation; 
(b) The  helmsman 
He must  be at least  19 years  of age and  have  at 
least  two  years'  experience  as  deckhand  or 
deckhand/motorman  on  inland  waterways; 
(c) The  deckhand 
He must  be at least  17 years  of age  and  have  at 
least  two  years'  experience  as a member  of a 
deck  crew  at sea or on inland  waterways.  The 
full period  spent  at an appropriate  training 
school  may  be  counted  as  experience.  A 
minimum  standard  for this  training  shall  be laid 
down  by the Council,  acting  on a proposal  from 
the Commission,  after  the entry  into  force  of this 
Regulation. 
(d) The  ship's  boy 
He must  be at least  15 years  of age. 
(e) The  engineer 
He must  have  at least  three  years'  experience  as 
deckhand/motorman,  and  a basic  knowledge 
of engines.  Engineer's  training  may  be regarded 
as equivalent  to this  three  years'  experience.  The 
minimum  standard  for  this  training  shall  be 
laid down  by the Council,  acting  on a proposal 
from  the  Commission,  after  the  entry  into 
force  of this  Regulation. be called  upon  to perform  duties  outside  his 
normal  work.' 
(f) Article  7 now  reads  as follows: 
'1. Tloe  minimum  requirements  laid  down  in the 
Annex,  which  shall  form  an  integral  part  of this 
Regulation,  shall  apply  to the composition  of crews 
for the  various  categories  of vessel  until  adoption  of 
the rules  provided  for in paragraph  2. 
The Commission  may,  at the request  of a Member 
State,  authorize  a derogation  from  the  provisions  of 
the Annex,  under  the  conditions  mentioned  in the 
second  subparagraph  of paragraph  3. 
No derogations  may  be made  in respect  of navigation 
on the Rhine.  For  the purposes  of this  Regulation,  by 
"navigation  on  the Rhine"  is meant  navigation  on 
the Rhine  and  its tributaries  from  the  German-Swiss 
border  to the open  sea,  including  the  Grand  Canal 
dAlsace,  the  Pannerden  Canal,  the  Neder  Rijn,  the 
Lek, the Waal,  the Nerwede,  the  Noord,  the  Nieuwe 
Maas,  the  Oude  Maas,  and  the  waters  between  the 
Nerwede  and  the ports  on the Westerschelde. 
2. Not  later  than  six years  following  the  entry 
into force  of this Regulation  the  Council  shall,  acting 
on a proposal  from  the  Commission,  lay  down 
comprehensive  rules  governing  the  composition  of 
crews  for the  various  categories  of vessels  on the 
various  categories  of inland  waterway  concerned. 
(f) The  deckhand/motorman 
He must  have  a basic  knowledge  of engines 
and at least  one  year's  experience  as deckhand 
on board  sea  or  inland-waterway  vessels 
equipped  with  mechanical  means  of 
propulsion. 
2. The  Commission  may,  at the  request  of a 
Member  State  and  after  consulting  both  sides  of the 
industry,  allow  derogations  from  the  provisions  of 
paragraph  1 relating  to minimum  age  and  experience 
requirements  for boatmen  and  deckhands  on certain 
waters,  if the  particular  navigation  conditions 
obtaining  so justify.' 
(e) Article  6 now  reads  as follows: 
'Where  the  safety  of the crew,  vessel  or cargo  is 
threatened  any  crew  member  may  in case  of danger 3. In  preparing  the  rules  provided  for  in 
paragraph  2, the Commission  shall  take  as a basis  the 
crew  composition  as laid  down  in the Annex  to this 
Regulation,  subject  to such  changes  as may  be 
necessary  as a result  of changes  in the various  cat-
egories  of vessels  and  the  particular  navigation 
conditions  for  the  individual  waterways.  Such 
changes  must  in particular  fulfil  the  following 
conditions: 
(a) they  must  respect  the  safety  regulations  for 
movement  on the waterways  concerned  and  take 
account  of the technical  level  of the equipment  of 
the vessel  in question; 
(b) they  must  enable  the  provisions  of the present 
Regulation,  and  particularly,  the  provisions  of 
Sections  IV and  V to be met; 
(c) they  must  not  give  rise  to social  conditions 
inferior  to the existing  level  in the Member  State 
or States  concerned. 
No C 206/6 Official  Journal  of the  European  Communities 16. 8. 79 
4. In  preparing  the  rules  referred  to  in  the 
preceding  paragraph  the  Commission  shall  consult 
with the  Joint  Advisory  Committee  on  Social 
Questions  arising  in Inland  Water  Transport,  with 
the Member  States  and,  where  necessary,  with  any 
body  responsible  for navigation  on  inland  waterways 
within  the  Community. 
5. After  consultation  with  the  two  sides  of the 
industry,  the  Member  States  may,  in specific  cases, 
authorize  a reduction  in the number  of crew  where  a 
vessel  is  fitted  with  new  technical  equipment 
designed  to take  over  specific  functions  of  the  pre-
scribed  crew.  Member  States  shall  report  to  the 
Commission  on  measures  taken  pursuant  to  this 
provision.' 
(g) Article  8 is deleted. — connections  with  sea-going  ships  might  he missed 
without  such  an extension, 
— an extension  might  serve  to avoid  excessive  risks 
or damage  when  transporting  perishable  or 
dangerous  substances. 
Where  in daytime  sailing  an extension  of spreadover 
is made,  another  member  of  crew  besides  the 
boatman  must  meet  the  requirements  in  respect  of 
boatmen.  In  all cases  compensation  shall  be granted 
for the  overtime  worked,  the  nature  and  scope  of this 
compensation  to  be laid  down  by  the  individual 
Member  States  in  legal  regulations  or  collective 
agreements. 
4. In  continuous  sailing,  the  uninterrupted  daily 
spreadover  shall  not  exceed  eight  hours.' 
(h) Article  9 now  reads  as follows: 
'1. Unchanged 
2. By  way  of derogation  from  the  preceding 
paragraph,  where  one  or more  members  of the  pre-
scribed  crew  is unable  to work  during  a voyage 
because  of  exceptional  and  fortuitous  circum-
stances,  such  as illness,  accident  or official  in-
structions,  then,  in  cases  where  speedy  medical 
treatment  is required  for any  such  member  of its crew 
or where  there  is a considerable  danger  to shipping,  a 
vessel  may  nonetheless  continue  its voyage  as far as 
the first  place  where  it can  tie up safely,  or otherwise 
as far as the first  place  where  it can  moor  and  wait 
in safety.' 
(i) Article  10 now  reads  as follows: 
'1. For  daytime  sailing  the daily  spreadover  shall 
not exceed: 
— 14  hours  in the  period  from  March  to October 
inclusive, 
— 12  hours  in the  period  from  November  to 
February  inclusive. 
2. Unchanged 
3. The  daily  spreadover  mentioned  in  section 
paragraph  1 and  2 may  be extended  by  not  more 
than  two  hours  in special  circumstances.  Such  special 
circumstances  are  deemed  to exist  if: 
— such  extensions  are  required  when  negotiating  a 
lock in order  to avoid  unreasonable  losses  of 
time, (k) Article  11 now  reads  as follows: 
'Continuous  work  at the  helm  shall  not  exceed  six 
hours  duration.  This  period  must  be followed  by a 
break  of at least  30 minutes.' 
(1) Article  12 is amended  as follows: 
'The period  for  which  a suitable,  qualified  crew 
member  steers  a  vessel  while  simultaneously 
observing  the  radar  screen,  when  conditions  of 
visibility  are  such  that  the  vessel  has  to be steered 
exclusively  on  radar,  shall  not  exceed: 
— seven  hours  per  spreadover  for  daytime  and 
semi-continuous  sailing, 
— seven  hours  out  of any  24-hour  period  for 
continuous  sailing. 
Continuous  observation  of the  radar  screen  shall 
not exceed  two  hours'  duration  and  may  only  be 
resumed  after  an interval  of at least  30 minutes.' 
(m) Article  13 is amended  as follows: 
'Derogations  from  the  provisions  of Articles  10, 
11, 12,  14 and  15 shall  be permitted  only  in the 
following  cases: 
(a) unchanged; 
(b) in order  to ensure  the  safety  of the  vessel,  its 
crew  or its cargo.' 
16. 8. 79 Official  Journal  of the  European  Communities No C 206/7 
(n) Article  14 is worded  as follows: 
'1. For  daytime  sailing,  the  daily  rest  period 
shall  not  be less  than: 
— 10  consecutive  hours  per  24-hour  period  from 
March  to October  inclusive,  at least  six hours  of 
which  must  he taken  between  6 p.m.  and  8 a.m. 
— 12  consecutive  hours  per  24-hour  period  from 
November  to February  inclusive,  at least  eight 
hours  of which  must  be taken  between  6 p.m.  and 
8 a.m.; 
If the  maximum  duration  of  the  spreadover  is 
extended  in  accordance  with  Article  10  (3),  the 
minimum  duration  of  the  rest  period  must  be 
correspondingly  shortened. 
2. For  semi-continuous  sailing,  the  daily  rest 
period  shall  not  be less  than: 
— 12  consecutive  hours  per 24-hour  period,  at least 
six hours  of which  must  be taken  between  7 p.m. 
and 7 a.m.  If the  maximum  duration  of  the 
spreadover  is extended  in accordance  with  Article 
10 (J),  the  minimum  duration  of  the rest  period 
must  be correspondingly  shortened. 
3. For  continuous  sailing,  the  daily  rest  period 
shall  not  be less  than: 
— 12  hours  per 24 hour  period,  at least  six hours  of 
which  must  be consecutive. 
4. During  the  daily  rest  period,  crew  members 
may  dispose  freely  of their  time  provided  that  their 
presence  on  board  is not  required  under  safety 
regulations  issued  by the  police  or other  competent 
authority  in this  respect.' 
(o) Article  16 is worded  as follows: 
'1. Any  crew  member  engaged  in  daytime 
sailing  shall  be entitled  to at least  78 periodic  rest 
days  a year  in lieu  of weekly  rest  days.  It must  be 
possible  for  him  to spend  at least  39 of these  days 
at home;  at least  10 periodic  rest  days  shall  be 
Sundays.  The  time  spent  waiting  for  cargo  may  be 
counted  as  periodic  rest  days,  provided  that  the 
members  of  the  crew  are  told  by  the  employer 
beforehand  and  can  spend  such  time  as they  wish. 
2. Unchanged 
3. For  daytime  and  semi-continuous  sailing,  any 
periodic  rest  period  must  begin  not  later  than 
8 p.m.  It shall  be calculated  in complete  periods  of 
24 hours,  the  first  of which  shall  begin  after  a rest 
period  of 12 hours  following  the last  working  day.' (p) Article  18 is worded  as follows: 
Tor loading  and  unloading  duties  performed  by 
crew  members  in a port  or other  stopping  place, 
local  provisions  on the  duration  of the  spreadover 
and rest  period  shall  apply  if they  lay  down 
minimum  or maximum  standards  which  are  more 
favourable  to the  crew  members  than  those  laid 
down  in Sections  IV and  V.' 
(q) Article  19 is amended  as follows: 
'1. Unchanged 
2. Self-employed  boatmen  must  take  78  rest 
days  per  year,  at least  40 of which  are  to be taken  in 
the first  six  months  of the year.' 
(r) Article  20 now  reads  as follows: 
'1. Each  Member  State  may,  by way  of derogation 
from  the  provisions  of  this  Regulation,  apply  more 
stringent  minimum  requirements  than  those  laid 
down  in Articles  5, 6, 7, g, 9, 14, 15,  16,  18 and  19 
or lower  maxima  than  those  laid  down  in  Articles 
10, 11,  12 and  13  in respect  of crew  members  of 
vessels  registered  in its territory  for  that  part  of a 
journey  involving  an  international  transport 
operation  effected  within  its  territory  or  for such  a 
journey  involving  a domestic  transport  operation. 
Each  Member  State  may  also  require  that,  in inter-
national  shipping  operations,  the  crew  members  of 
the aforementioned  vessels  comply  with  these  dero-
gating  rules  for the  duration  of the entire  journey. 
2. The  abovementioned  derogating  provisions  may 
also be applied  to the  crews  of vessels  registered  in 
another  Member  State  or in a third  country  provided 
that such  vessels  are  engaged  in internal  transport 
operations  in the Member  State  concerned. 
However,  any  derogating  provisions  adopted  by  the 
Member  States  concerned  for their  territory  pursuant 
to the  second  subparagraph  of  Article  7 (1) shall 
apply  in respect  of the composition  of crews. 
3. Every  two  years,  the  Commission  shall  present 
a report  to the  Council,  the  European  Parliament 
and the  Economic  and  Social  Commitee  on 
developments  concerning  the  matters  governed  by  this 
Article.' 
No C 206/8 Official  Journal  of the  European  Communities 16. 8. 79 
(s) Article  21 now  reads  as follows: 
'In order  to monitor  observance  of the  prescribed 
provisions  in  the  Member  States,  the  Commission 
shall\  at the appropriate  time,  lay down  in a general 
Regulation: 
(a) a model  for a logbook; 
(b) a model  for  an individual  record  book,  toge-
ther with  the requisite  rules  for their  use.' 
(t) Article  22 is worded  as follows: 
'Each  Member  State  shall  designate  the authorities 
which,  in agreement  with  the  two  sides  of the indu-
stry, shall  be responsible  for ensuring  the implemen-
tation  of the  provisions  concerning  crew  composi-
tion contained  in the Annex  to this  Regulation.' 
(u) Article  23 is amended  as follows: 
'1. The  Commission  shall,  every  two  years, 
forward  to the  Council,  the  European  Parliament 
and the  Economic  and  Social  Committee  a general 
report  on the implementation  of this  Regulation  by 
the Member  States.' 
2. Unchanged (v) Article  24 is completed  by the  following  new 
paragraph  4: 
'4. The  Commission  shall,  as soon  as possible,  lay 
down  by Regulation  common  penalties  to be applied 
by Member  States  for contraventions  of  this  Regu-
lation.  ' 
(w) Article  25 is reworded  as follows: 
'The Commission  shall,  as soon  as possible,  and  at 
the latest  five  years  after  the entry  into  force  of this 
Regulation,  forward  a proposal  for a Regulation  to 
the Council  on  the  harmonization  of  social 
provisions  relating  to passenger  transport  by inland 
waterway.' 
(x) The  present  Article  25 becomes  Article  26 and 
is amended  as follows: 
'Article,  2 (3),  Article  5 (1) (a) and  (e)  subpara-
graphs  2 and  3 of Article  7 (1), and  Articles  21 and 
24 shall  apply  from  the  entry  into  force  of this 
Regulation.  The  other  provisions  of this  Regu-
lation  shall  become  applicable  as  from  . . . 
(18 months  after  the entry  into  force  of the present 
Regulation).' 
This  Regulation  shall  be binding  in its entirety  and 
directly  applicable  in all Member  States. 
Annex 
The existing  Annex  on the  composition  of crews  has  been  modified  in respect  of 
technical  matters  to bring  it into  line  with  the  latest  version  of the  Regulation  on the 
inspection  of shipping  on  the  Rhine  contained  in the  Decision  of the  Central 
Commission  for  Navigation  on the  Rhine  No  1975-1-23  of 1 April  1976.  The  existing 
Annex  is therefore  entirely  replaced  by the new  version,  which,  in accordance  with  the 
scope  of application  set  out  in the  present  Regulation,  corresponds  to the  crew 
composition  provisions  of the new  Regulation  on Inspection  of Shipping  on the Rhine. 
16. 8.79 Official  Journal  of the  European  Communities No C 206/9 
ANNEX 
COMPOSITION  OF CREWS 
DEFINITIONS 
The composition  of crews  on board  vessels  engaged  in the carriage  of goods  is laid  down  below 
for the following  three  modes  of operation: 
— daytime  sailing  (maximum  14/16  hours),  referred  to under  (A) in the tables  below, 
— semi-continuous  sailing  (maximum  18/20  hours),  referred  to under  (B) in the tables  below, 
— continuous  sailing  (maximum  24 hours),  referred  to under  (C) in the tables  below. 
COMPOSITION  OF  CREWS  ON  BOARD  DUMB  BARGES,  SELF-PROPELLED  BARGES, 
TUGS  AND  PUSHER  CRAFT 
I. Dumb  barges 
1. When,  in the case  of a dumb  barge,  the following  conditions  are fulfilled: 
(a) the  rudder  can  be moved  without  undue  effort  by one  person  even  at the  maximum 
authorized  draught; 
(b) dumb  barges  which  are  longer  than  35 m from  wheelhouse  to bows  are  equipped 
with  a two-way  intercommunication  system  between  the wheelhouse  and  bows; 
(c) the  bilge  pumps  and  deck-washing  pumps  in dumb  barges  of more  than  350  dwt  are 
motorized; 
(d) the  bow  anchor  winch  in dumb  barges  of more  than  350  dwt  and  the  stern  anchor 
winch  in dumb  barges  of more  than  750  dwt  are motorized; 
(e) dumb  barges  of more  than  1000  dwt  are  equipped  with  hatch  covers  which  can  be 
slid or turned  back,  unless  equivalent  devices  such  as sliding  hatch  covers  are installed; 
the composition  of the crew  shall  be as follows: 
Group Deadweight  tonnage Crew A B c 
1 150 to 750  tonnes 
inclusive boatmen 
deckhands 
ship's  boys 1 
1 2 
1 2 
2 
2 over  750  but  not 
exceeding  1 400 
tonnes boatmen 
deckhands 1 
1 2 
1 2 
2 
ship's  boys 1 1 1 
3 over  1400  but  not 
exceeding  2 500 
tonnes boatmen 
deckhands 
ship's  boys 1 
2 2 
2 2 
3 
4 over  2 500 tonnes boatmen 1 2 2 
deckhands 2 2 3 
ship's  boys 1 1 1 
No C 206/10 Official  Journal  of the  European  Communities 16. 8. 79 
2. Where  one  or more  of the conditions  set out in paragraph  1 are not fulfilled,  the crew 
prescribed  under  this  heading  shall,  irrespective  of the  mode  of operation*  be increased 
by one  ship's  boy  for Groups  1 and  2 and  by one  deckhand  for Groups  3 and  4. 
3. The  deckhands  in groups  1 and 2 must  be at least  18 years  old. 
\ II.  Self-propelled  barges 
1. Where,  in the case  of a self-propelled  vessel,  the following  conditions  are fulfilled: 
.(a) the rudder  can  be moved  without  undue  effort  by one  person,  even  at maximum 
authorized  draught; 
(b) the  emission  of acoustic  and  visual  signals  can  be effected  from  the wheelhouse  when 
the vessel  is under  way; 
(c) self-propelled  barges  which  are longer  than  35 m from  wheelhouse  to bows  are equipped 
with  a two-way  intercommunication  system  between  the wheelhouse  and  bows; 
(d) the  propulsion  machinery  is such  that  changes  in speed  and  direction  can  be effected, 
and, in the  case  of vessels  equipped  with  reversible  engines,  the  propulsion  motors 
can be started,  from  the wheelhouse; 
(e) warning  devices  installed  in the  wheelhouse  for  the  monitoring  of the  propulsion 
machinery  are actuated  at critical  levels  of: 
— the  temperature  of the colling  water  and  pressure  of the lubricating  oil in the main 
engines  and  transmission  system, 
— the  oil and  air  pressure  in the  reversing  device  for  the  propulsion  motor  and 
propeller; 
(f) the warning  devices  referred  to in (e) may  be acoustic  or visual. 
They  must  be so designed  as to function  while  the  propulsion  machinery  is running 
and attract  the helmsman's  attention  under  any  circumstances; 
(g) the  machinery  is so adjusted  that  routine  maintenance  work  during  navigation  can  be 
interrupted  at any  time; 
(h) the  bilge  pumps  and  the deckwashing  pumps  in self-propelled  barges  of more  than  350 
dwt are motorized; 
(i) the bow  anchor  winch  in self-propelled  barges  of more  than  350  dwt  and  the  stern 
anchor  winch  in self-propelled  barges  more  than  86 m long  are motorized; 
(k) the  towrope  winches  of self-propelled  barges  in Groups  2, 3 and  4 are motorized  and 
can be operated  by one  person; 
(1) self-propelled  barges  of more  than  1000  dwt  are equipped  with  hatch  covers  which  can 
be slid  or turned  back,  unless  equivalent  devices  such  as sliding  hatch  covers  are 
installed; 
the composition  of the crew  shall  be as follows: 
Group Deadweight  tonnage Crew A B c 
1 150 to 500  tonnes 
inclusive boatmen 
helmsmen 1 2 2 
deckhands 1 1 2 
ship's  boys - - -
2 over  500  but  not 
exceeding  1 000 
tonnes boatmen 
helmsmen 1 2 2 
deckhands 1 1 3 
ship's  boys 1 1 -
16. 8. 79 Official  Journal  of the European  Communities No C 206/11 
Group Dead  wight  tonnage Crew A B c 
3 over 1000  but  not 
exceeding  1 600 
tonnes boatmen 
helmsmen 1 
1 2 
1 2 
1 
deckhands 1 1 2 
ship's  boys - - 1 
4 over 1 600 tonnes boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 1 2 3 
ship's  boys 1 1 -
2. On  board  Self-propelled  vessels  equipped  with  engines  developing  more  than  800 metric 
horsepower,  the deckhand  must  be replaced  by a deckhand/motorman. 
3. On  board  self-propelled  vessels  equipped  with  engines  developing  not more  than  800 
metric  horsepower,  one  crew  member  must  know  how  to operate  and  supervise  the 
engines  and  another  crew  member  must  be sufficiently  familiar  with  their  operation  to be 
able to start  and  stop  them. 
4. Where  one or more  of the conditions  set out in paragraph  1 are not fulfilled,  the crew 
prescribed  under  this  heading  shall,  irrespective  of the mode  of operation,  be increased 
by one ship's  boy  for Groups  1 and 2 and by one deckhand  for Groups  3 and 4. 
5. Where  a self-propelled  barge  is required  to tow  more  than  one  vessel,  its statutory 
crew  shall  be increased  as follows  for all groups  and for all modes  of operation: 
— by one ship's  boy  for two  or three  towed  vessels, 
— by one deckhand  for four  or more  towed  vessels. 
If, however,  a self-propelled  barge  is required  to tow  downstream  not more  than  two  light 
dumb  barges  coupled  abreast,  its crew  shall  not be increased. 
When  a self-propelled  barge  is used  as an additional  tug with  the aid of a single  towrope, 
its statutory  crew  shall  not be increased.  j 
6. When  a self-propelled  barge  is required  to push  a vessel  in line  ahead,  its statutory 
crew  shall  be increased  by one  deckhand  for all groups  and  for all modes  of operation. 
The same  shall  apply  when  the vessel  is coupled  alongside  the self-propelled  barge. 
Where  the self-propelled  barge  is not equipped  with  a pushing  platform,  the competent 
authorities  of the Member  States  shall,  for each  train,  require  that  the coupling  operations 
be demonstrated  to them. 
If they  find  that  the prescribed  deck  crews  are not adequate  for the proper  performance 
of these  operations,  including  performance  in adverse  conditions  (rain,  freezing  temperatures, 
etc.),  they  shall  supplement  these  crews  as required. 
HI. Tugs 
1. When,  in the case  of a tug,  the following  conditions  are fulfilled: 
(a) the rudder  can be moved  without  undue  effort  by one person; 
(b) the propulsion  machinery  is such  that  changes  in speed  and  direction  can  be effected, 
and, in the case  of vessels  equipped  with  reversible  motors,  the propulsion  motors 
can be stopped  and  started,  from  the wheelhouse; 
No C 206/12 Official  Journal  of the European  Communities 16. 8. 79 
(c) warning  devices  installed  in the  wheelhouse  for the  monitoring  of the  propulsion 
machinery  are actuated  at critical  levels  of: 
— the temperature  of the cooling  water  and  pressure  of the lubricating  oil in the main 
engines  and transmission  system, 
— the oil and  air pressure  in the  reversing  device  for  the  propulsion  motor  or 
propeller; 
(d) the warning  devices  referred  to in (c) may  be acoustic  or visual.  They  must  be so 
designed  that  they  function  while  the engines  are running  and/can  attract  the boatman's 
attention  under  any circumstances; 
(e) the anchor  winches  of tugs  of more  than  250 metric  horsepower  are motorized; 
(f) the towrope  winches  are motorized  and  can be operated  by one person; 
The composition  of the crew  shall  be as follows: 
Groups Metric  horsepower Crew A B c 
1 up to and  including boatmen 1 2 2 
250 helmsmen - - -
deckhands - - 1 
ship's  boys - - -
engineers - - -
deckhands/motormen 1 1 1 
2 over 250  but  not boatmen 1 2 2 
exceeding  500 helmsmen - - -
deckhands - - 1 
ship's  boys M1) 1 (*) i n 
engineers - - -
deckhands/motormen l 1 i 
3 over 500  but  not boatmen l 2 2 
exceeding  750 helmsmen - — -
deckhands l 1 1 
ship's  boys - 1 1 
engineers - - -
deckhands/motormen 1 1 2 
4 over 750  but  not boatmen l 2 2 
exceeding  1 000 helmsmen - - -
deckhands l 1 2 
ship's  boys l - 1 
engineers 1 1 1 
deckhands/motormen - 1 1 
(') Where  only  one  towrope  is used  or where  there  is only  one  length  of tow,  no ship's  boy  shall  be required. 
16. 8. 79 Official  Journal  of the  European  Communities No C 206/13 
Groups Metric  horsepower Crew A B c 
5 over 1 000 but  not boatmen 1 2 2 
exceeding  2 000 
helmsmen exceeding  2 000 
helmsmen 1 1 1 
deckhands 1 1 2 
ship's  boys 1 - 1 
engineers 1 1 1 
deckhands/motormen - 1 1 
6 over 2 000 boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 2 2 4 
ship's  boys 1 - -
engineers 1 1 1 
deckhands/motormen - 1 1 
2. Where  one  or more  of the conditions  set out in paragraph  1 are not fulfilled,  the crew 
prescribed  under  this  heading  shall  be increased  by one  deckhand/motorman. 
3. In  the case  of tugs  which  provide  solely  a port  and  roadstead  service,  the competent 
authorities  of each  Member  State  may  allow  derogations  from  the composition  of the crew 
prescribed  in paragraph  1. 
4. When  a tug complying  with  the provisions  of points  (a), (b),  (c) and  (d) of paragraph  1 
and equipped  with  motor  anchor  winches  pushes  one  or two  lighters,  the composition  of 
the crew  shall  be as follows: 
Groups Metric  horsepower Number  of 
pushed  craft Crew A B C 
1 up to and 
including  500 1 or 2 boatmen 
helmsmen 1 2 2 
deckhands 2 2 3 
ship's  boys - - -
engineers - - -
deckhands/motormen 1 1 2 
2 over 500  but 
not exceeding  750 1 or 2 boatmen 
helmsmen 1 
1 2 
1 2 
1 
deckhands 2 2 3 
ship's  boys - - -
engineers - - -
deckhands/motormen 1 1 2 
3 over 750  but 
not exceeding 
1 000 1 or 2 boatmen 
helmsmen 1 
1 2 
1 2 
1 
deckhands 3 2 4 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
No C 206/14 Official  Journal  of the  European  Communities 16. 8. 79 
Groups Metric  horsepower Number  of 
pushed  craft Crew A B c 
4 over 1 000 1 or 2 boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 3 2 4 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
The competent  authorities  of the Member  States  shall  require  that  the coupling  operations 
of the train  be demonstrated  to them.  If they  find  that  the deck  crews  prescribed  in the 
foregoing  table  are not adequate  for the proper  performance  of these  operations  including 
performance  in adverse  conditions  (rain,  freezing  temperatures,  etc.);  they  shall  supplement 
these  crews  as required. 
In particular  cases  the competent  authorities  of the Member  States  may  allow  derogations 
from  the abovementioned  provisions.  These  derogations  correspond  with  the recommenda-
tions  established  by common  agreement  of the  competent  authorities  of the  Rhine 
riparian  States  and Belgium. 
IV. Pusher  craft 
1. When,  in the case  of a pusher  vessel,  the following  conditions  are fulfilled: 
(a) the propulsion  machinery  is such  that  changes  in speed  and  direction  can  be effected, 
and, in the case  of vessels  equipped  with  reversible  motors,  the propulsion  motors 
can be stopped  and  started,  from  the wheelhouse; 
(b) warning  devices  installed  in the  wheelhouse  for the  monitoring  of the  propulsion 
machinery  are actuated  at critical  levels  of: 
— the temperature  of the cooling  water  and  the pressure  of the lubricating  oil in the 
main  engines  and transmission  system, 
— the oil and air pressure  in the reversing  device  for the propulsion  motors  or screw; 
(c) the warning  devices  referred  to in (b) may  be acoustic  or visual.  They  must  be so 
designed  that  they  function  while  the propulsion  machinery  is running  and  can attract 
the attention  of the boatman  under  any circumstances; 
the composition  of the crew  shall  be as follows: 
Groups Metric  horsepower Number  of 
pushed  craft Crew A B c 
1 up to 500 0 or 1 or 2 boatmen 
helmsmen 1 2 2 
deckhands 1 1 2 
ship's  boys - - -
engineers 
deckhands/motormen 1 1 2 
3 or more boatmen 
helmsmen 1 2 2 
deckhands 2 2 3 
ship's  boys - - -
engineers 
deckhands/motormen 1 1 2 
16. 8. 79 Official  Journal  of the  European  Communities No C 206/15 
Groups Metric  horsepower Number  of 
pushed  craft Crew A B c 
2 over 500  but not 
exceeding  750 0 or 1 or 2 boatmen 
helmsmen 1 
1 2 
1 2 
1 
deckhands 1 1 2 
ship's  boys - - -
engineers - - -
deckhands/moltormen 1 1 2 
3 or more boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 2 2 3 
ship's  boys - - -
engineers - - -
deckhands/motormen 1 1 2 
3 over 750  but  not 0 or 1 or 2 boatmen 1 2 2 
exceeding  1 000 helmsmen 1 1 1 
deckhands 2 1 2 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
3 or more boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 3 2 3 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
4 over 1 000 0 or 1 or 2 boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 2 1 2 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
3 or more boatmen 1 2 2 
helmsmen 1 1 1 
deckhands 3 2 3 
ship's  boys - - -
engineers 1 1 1 
deckhands/motormen - 1 1 
No C 206/16 Official  Journal  of the European  Communities 16. 8. 79 
2. /«  particular  cases  the competent  authorities  of the Member  States  may  allow  derogations 
from  the  abovementioned  provisions.  These  derogations  correspond  with  the recommen-
dations  established  by common  agreement  of the  competent  authorities  of the  Rhine 
riparian  States  and Belgium. 
3. The  crew  composition  prescribed  for a pusher  vessel  pushing  no more  than  one 
lighter  in line  shall  also  apply  to a pusher  vessel  coupled  to a lighter  alongside,  provided 
that such  a formation  is permitted  under  the  traffic  safety  regulations  of the  Member 
States  and that  are the following  conditions  are fulfilled: 
(a) the couplings  conform  to the traffic  safety  regulations  of the Member  States  relating 
to the coupling  of trains  of pushed  vessels; 
(b) the changeover  from  alongside  to single-line  formation  and  vice  versa  can  be effected 
without  difficulty. 
If all the conditions  laid  down  above  are not fulfilled,  the lighter  must  have  the same  crew 
as that  stipulated  for a dumb  barge  of the same  tonnage. 
4. When  a pusher  vessel  is authorized  to push  alongside  one or more  unconverted  dumb 
barges  of the train  of vessels  pushed,  the crews  of this  vessel  shall  be those  laid  down 
in paragraph  1, the dumb  barges  being  treated  as lighters.  The  crews  of each  dumb 
barge  must  be increased  by one  deckhand  with  a shipping  certificate  for the A mode  of 
operation  and  by two  deckhands  with  shipping  certificates  for the  other  modes  of 
operation.  When  the vessels  are under  way,  at least  one  of these  deckhands  must  be on 
duty on board  each  dumb  barge. 
V. Additional  provisions 
1. Where  the number  of helmsmen,  deckhands  and  deckhands/motormen  in the crew  is 
two or more,  one  deckhand  may  be replaced  by two  ship's  boys.  This  replacement  is not 
permissible  in semi-continuous  or in continuous  sailing. 
A crew  may  not include  more  than  three  ship's  boys.  Two  ship's  boys  may  be replaced 
by one  deckhand  if the crew  also  includes  at least  one  deckhand,  a deckhand/m  otorman 
or a helmsman. 
2. Where  the statutory  crew  on board  a vessel  consists  of more  than  six members,  no 
crew  member  shall,  irrespective  of the mode  of operation,  be assigned  the task  of cooking 
for all. 
3. If,  by virtue  of its dimensions,  construction,  installations  or functions,  a vessel  does 
not correspond  to one  of the types  referred  to under  sections  I, II, III and  IV, and  if it can 
reasonably  be assumed  that  the crew  resulting  from  application  of the provisions  of those 
sections  would  be inadequate  to ensure  safe  navigation  of the vessel,  the competent  authorities 
of each  Member  State  shall  specify  a larger  crew  than  that  provided  for under  those 
sections. 
For each  vessel  afloat,  provided  that  it is not excluded  under  Article  4 of the  Regulation, 
and for  steam  tugs,  the  competent  authorities  of the  Member  States  shall  determine, 
according  to the  dimensions,  construction,  installations  and  functions  of the  craft,  the 
composition  of the crew  required  to be on board  during  navigation. 
4. On  board  vessels  whose  crew  consists  of more  than  one  boatman  and  one  deckhand, 
the crew  may  be reduced  by one  ship's  boy,  if the  latter  is attending  a vocational 
training  school  for barge  operators  and  there  is a certificate  on board  attesting  to this  fact. 
This reduction  shall  be permitted  for a continuous  period  not exceeding  three  months  in 
any calendar  year. 
5. The  competent  authorities  of each  Member  State  may,  in the case  of vessels  whose 
crews  include  a boatman  and  two  other  members  having  at least  the qualifications  of a 
deckhand,  issue  written  authorization  for the replacement  of one  deckhand,  for a period  of 
three  months,  by a person  of at least  18 years  of age who  has not had  the sailing  experience 
required  under  Article  5 (c) of the Regulation.  Such  authorization,  however,  shall  be issued 
only where  the boatman  in charge  of the vessel  has shown  that,  despite  his efforts,  he has 
been  unable  to obtain  a deckhand  to bring  his crew  up to strength.