REVIEWER FOR MIDTERM: SAFETY 3

 SOLAS III/REGULATION 20 Operational readiness, maintenance and

inspections.
 Requirements of paragraphs 3.2, 3.3 and 6.2.
 Constructed before July 1, 1986.
 Operational Readiness: This is a requirements needed that before the ship
leaves in port.
 Maintenance: testing and inspections of life-saving appliances.
 5 years: Renewed when necessary due to deterioration of the falls.
 Weekly Inspection: The following tests and inspections shall be carried out
weekly and a report of the inspection shall be entered in the log-book.
 Lifeboats and rescue boats: shall be run for a total period of not less than 3
min.
 Monthly Inspection: With regards to lifeboats, except free-fall lifeboats, on
cargo ships this shall be moved.
 Regulation 36.1: Inspection of the life-saving appliances, including lifeboat
equipment, shall be carried out monthly using the checklist required.
 12 months: inflatable life raft, inflatable lifejacket, and marine evacuation system
shall be serviced and tested.
 12 months: Hydrostatic release units, other than disposable hydrostatic release
units, shall be serviced.
 Life-saving appliances on all ships: be constructed with proper workmanship
and materials.
 Air temperature range -30 degrees C to +65 degrees C.
 Seawater temperature range -1 degrees C to +30 degrees C.
 Every lifebuoy shall: outer diameter 800 mm and an inner diameter 400 mm /
14.5 kg of iron in fresh water for a period of 24 h.
 Grab line 9.5 mm in diameter and 4 times outside diameter / secured at four
equidistant points around the circumference of the buoy to form four equal
loops.
 Emit smoke of a highly visible color at a uniform rate for a period of at least 15
min when floating in calm water.
 Lifejacket: shall not sustain burning or continue melting after being totally
enveloped in a fire for a period of 2 seconds.
 Adult lifejacket shall be so constructed that: at least 75%.
 Lifejacket can correctly don it within a period of 1 minute without assistance.
 Jump from a height of at least 4.5 meters into the water without injury and
without dislodging or damaging the lifejacket.
Lifeboat damaged due to inadequate risk assessment:

 During a routine boat drill in port, the starboard lifeboat was lowered to water
level.
 Hooks were released by pulling the release wire in the boat.
 Deeper awareness needed of the risks involved with hidden or difficult to access
failure or corrosion.
 Republic of the Marshall Islands (RMI)
 SOLAS chapter III and the International Life-Saving Appliance (LSA) Code
provide the statutory requirements for lifeboats, as adopted by flag states.
 Vessels built after 1986 SOLAS requires lifeboats be fitted with hook
disengagement mechanisms.
 July 1, 2006 the latest recommendatory guidelines approved by the IMO’s
Maritime Safety Committee (MSC).
 1974 SOLAS convention: Guidelines on safety during abandon ship drills using
lifeboats.
 Simulated launch under the strict supervision of an experienced officer.
 Lifeboat drills must be conducted in accordance with the SOLAS regulation
III/19.3.3.
 Accidents on lifeboats can be prevented simply by exercising some caution and
common sense.
 Seafarers Must Know The Solas Requirements And IMO Guidelines For Life
Boat Launching Procedures.
 Majority of Accidents Related To Lifeboats Generally Result From Lack Of
Familiarity with the equipment, Inadequate Maintenance, Unsafe Practice
During Lifeboat Drills And Inspections / test, Failure Of Communications
 The Life Boats Should Never Be Lowered Simultaneously.
 Safety officer to handle important safety issues related to the ship and the crew.
 Access Area: Ensure that all means of access such as ladders and stairs are in
safe condition.
 Working Area: The ship’s working environment must be safe to enter and
without any obstruction.
 Working Condition: The machinery system are properly guarded where
necessary.
 Safety committee works with the sole goal of enhancing the safety standard on
board ships.
 Safety meetings are held every 4 to 6 weeks.
 Safety committee is an important body on board ships.
 Safety inspection is a documented or formalized procedure that is often carried
out by a safety specialist to identify potential hazards.
1. Emergency lights operational, color coded and marked with "E"
2. Internal and external lighting in accommodation “ok”
3. Escape routes unobstructed; exits “clearly marked”
4. Safety signs and placards posted and “clearly readable”
5. Life jackets, immersion suits & EEBDs “correctly stowed & marked”
6. Adequate number of ashtrays provided and correctly placed. (On Tankers-
Safety ash trays)
7. For safety reasons, fire station not locked but “only sealed”
8. “Internal communications” equipment tested and operating correctly
9. “Muster list” signed and properly displayed at appropriate locations.

 Note: Biggest dangers of all as compared to the natural disasters are negligence
and failure to learn from own mistakes.
 Guidance was issued to seafarers in the form of legislations and regulations
which became mandatory to follow when at sea.
 To prevent accidents on ships and to safeguard the life and property, risk
management system was implemented.
 PMS: Preventive Maintenance System covers every aspect of the ship and
each officer has a definite role to play under this system.
 Checklists are there for our guidance and support in case of observed
deficiencies.
 Ship is known to be hazardous places in which to both work and live.
 PPE is essentially anything you can wear that will protect you against any
hazardous conditions.
 The most common piece of protective clothing is a coverall.
 Helmet can guard against head injuries even if the worker trips or falls.
 Safety shoes help workers to find their footing safely, which prevents slip and
fall accidents.
 Ear muffs or ear plugs are necessary in engine rooms where sound levels can
easily reach 110 or 120 decibels.
 Respirators can prevent respiratory injury or illness due to dangerous particle
exposure.
 Wearing a chemical suit or hazmat suit can avoid burns and other injuries due
to hazardous chemicals.
 Safety harnesses must be worn by the operator at one end and tied to a strong
point at the other end to catch a worker in case of a fall.
 Welding shield or mask to protect their eyes and face from coming into direct
contact with the ultraviolet rays.
  Fire on board is one of the most dangerous emergencies for a vessel.
 Fires onboard are located in engine room and they are caused by oil
leakages, etc.
 Accidents are in many cases caused by lack of knowledge or inadequate
training.
 Life aboard a ship can be treacherous
 Neither Mother Nature nor machinery causes the majority of accidents. Most are
attributed to human error.
 Man overboard: 90 percent of crew members who fall off ships, Alcohol
consumption.
 Toxic fumes: can put crews at risk of serious illness or even death.
 Electrical shock: risk for electrocution or severe shocks important to have a
planned maintenance system (PMS), where electrical equipment is inspected
regularly.
 Explosion: Crankcases that are not properly maintained are prone to explosion
 Falls: Being hoisted high above the ship’s deck to perform repairs.
 Hot work incidents: Ships are hotspots for gases, oils and other explosive
materials.
 Good housekeeping is essential to a safe workplace onboard a vessel.
 Occupational health and safety: This Guidelines aims to promote health and
safety protection and prevention of accidents.
 Occupational Safety and Health (OSH) is generally defined as the science of
anticipation.

How to minimize the risk of fire:

 Best way to deal with fires on board ships is to prevent them rather than letting
them occur.
 Breaking out of fire in a place where no fire exist is called “ignition”, whereas
“flash” is a term used for fire eruption.
 Fires on board ships can be prevented by finding and rectifying leakages of
fuel oil, lubricating oil, and exhaust gases.
 Biggest danger of fire is from a leaky high pressure fuel pipe.
 Leakages are mainly caused because of pipes breaking due to vibrations,
clamps rubbing against pipes to create holes.
 Flame detectors: recognizes a light from a flame / rarely used on board ships
these days
 Heat detectors: use bi-metallic detecting elements equipped / used in places
such as the galley and laundry
  Smoke detectors: used in machinery spaces, accommodation areas and cargo
holds.
 Clear instructions are provided for every person on board in the language or
languages required by the ship’s flag State.
 The list shall be ready before the ship proceeds to sea.
 The regulatory requirements for the Muster List are specified in SOLAS Chapter
III, Reg. 8 and 37.
 Brief instruction is given in case the alarm for a particular emergency is
sounded.
 Muster Card must be placed (by the Third Mate since he’s in charge of the LSA
and FFA.
 Full scale scenario is to be tested after completion of all initial training stages.
 MUSTER STATION: Every ship has designated muster stations, which are
meeting points.

KINDS OF EMERGENCY ALARM ON BOARD

1. General Alarm
2. Fire Alarm on the Ship
3. Man Overboard Alarm
4. Abandon Ship Alarm
5. Navigational Alarm
6. Machinery Space Alarm
7. Machinery Space CO2 Alarm
8. Cargo Space CO2 Alarm

 Before working aloft or over side, it’s important to make sure you have the correct
permit-to-work.
 Lagging simply means adding insulation to the water pipes and is easy to do
with foam tubes.
 Consideration should be given in appropriate instances to using a `permit-to-
work'.
 Evening rounds and to respond to alarms, the “Dead man” alarm system.
 “Dead man” alarm system, the duty engineer must contact the bridge every 15
minutes to verify his safety.
 Halide Torch: Detecting refrigerant leakage on refrigeration plant.