Industry Circular No.

6 Amended September 2006

Government of the Isle of Man Department of Trade and Industry

Notice to Surveyors, Shipowners, Managers and Classification Societies

Periodic Inspection, Testing and Maintenance of Compressed Gas Cylinders, Fire Extinguishers and Fixed Fire-fighting Systems. This Industry Circular sets out the requirements for periodic servicing and testing of fire extinguishers, compressed gas cylinders and components of fixed fire-extinguishing systems on board Isle of Man registered vessels. For ease of reference, a table of service and test periods has been set out in Appendix 1 to this Circular. 1. Fire Extinguishers

Fire extinguisher includes portable and semi-portable units of all types.

Inspection
all extinguishers should be examined annually by a competent person. each extinguisher should be marked clearly to indicate the date upon which it has been examined.

Testing
the hydraulic test period for all types of portable fire extinguishers should be conducted at intervals not exceeding 10 years, unless the extinguisher is found to be defective during an inspection. the hydraulic test period for semi portable fire extinguishers should be conducted as per the manufacturers guidelines. hydraulic testing must be carried out by an accredited service agent or test facility. all portable extinguishers should be discharged on a rotation basis at intervals not exceeding 5 years preferably during a training exercise with the competent person being present during the test. prior to recharging an extinguisher a thorough inspection and internal examination must be carried out.

the test pressure and test date must be marked clearly on each extinguisher. Note: hard-stamping is only acceptable for CO2 extinguishers and propellant bottles. test certificates or test records must be provided and retained on board for inspection.

Note: Propellant bottles for fire extinguishers (e.g. CO2 cartridges) with a capacity not exceeding 600ml, do not require hydraulic testing. The shelf life is 20 years although it is recommended they are not refilled after 15 years. The cartridges should be inspected annually and weight-checked. Any bottles showing signs of wastage, deterioration or weight loss in excess of 10% should be replaced. Propellant bottles in excess of 600ml for semi portable fire extinguishers should be hydraulically tested every 10 years as stated in IMO Res A.951(23) 2. Cylinders for SCBA , Medical Oxygen and Compressed Air Cylinders for survival craft air systems.

SCBA cylinders includes compressed air cylinders for all breathing apparatus, escape sets and rescue equipment

Inspection
all cylinders, high pressure fittings and hoses should be externally examined annually by a competent person. medical oxygen has a limited shelf life of 3 years and should be landed ashore for re-charging at the expiry date. breathing apparatus air-recharging systems should be checked annually to ensure the air quality is to a recognised national standard. (e.g. BS EN 12021, or USCGA grade D or better.) SCBA cylinders should be used on a rotation basis in drills and should have their air charge used or blown-off and re-filled as per the manufacturers guidelines.

Testing
oxygen pressure regulators should be serviced at least every 5 years. the maximum interval between hydraulic tests for solid drawn steel cylinders for SCBA (as defined above) and for survival craft self-contained air support cylinders is 5 years. Composite cylinders may require more frequent testing - stipulated by manufacturers instructions. medical oxygen cylinders have a maximum interval between hydraulic tests of 5 years. hydraulic testing must be carried out by an accredited service agent or test facility. following the hydraulic test, a thorough inspection and internal examination must be carried out prior to recharging. the test pressure and test date must be stamped clearly on each steel cylinder. Composite cylinders will require a permanent marking or tag. test certificates must be provided and retained on board for inspection.

3.

( for bulk CO2 systems refer to Industry Circular No. 2)

Cylinders for high-pressure fixed gas fire-extinguishing systems

Inspection
Annual inspections should be carried out by a competent person and should include those items recommended by the system manufacturer and as a minimum should include the following: visual inspection of all gas storage cylinders and their external condition, securing arrangements, hoses, linkage cables etc. visual inspection of system piping for any signs of damage or corrosion. at least 10% of the cylinders should be subject to a weight or liquid level check by a competent person.

Biennial inspections of the gas storage cylinders should be carried out by an accredited service agent. This inspection should be conducted in conjunction with the service for the entire system and should include: visual inspection of each cylinder, fittings and securing arrangements. function test of the system controls, alarms and timer relays with the cylinder bank disconnected and using test cylinders to simulate operation of the system. an accurate determination of the contents of all bottles and comparison with original readings e.g. liquid level gauging, test weighing etc. blow-through with air to ensure the associated pipelines and nozzles are clear.

Any cylinders showing signs of mechanical damage, excessive corrosion, or loss of contents exceeding 10% of installed quantity for CO2 or 5% for Halon should be withdrawn from service and sent ashore for full periodic service and inspection. If more than 10 years have elapsed since initial pressure test at manufacture, they will require to be hydraulically tested before refilling. It should be noted that the ambient temperature and type of content check used must be included in the inspection report. Level check is only accurate at ambient temperatures below 26C for CO2. Note: On board inspection or test required by an accredited service agent, with the exception of pressure testing, may be carried out by a senior member of the ships staff who has been successfully trained to carry out this work. In all cases, calibrated equipment must be used and all procedures and documentation must be in accordance with shipboard safety management systems.

Testing
The hydraulic pressure test period for these high-pressure cylinders: first pressure test within 20 years of initial pressure test at manufacture, provided annual inspections have been carried out with satisfactory results. subsequent pressure tests every 5 years thereafter.

Note: Testing for High-Pressure Halogenated Hydrocarbon (Halon) systems The Isle of Man Ship Registry strongly advises owners to consider replacing their existing Halon systems before the hydrostatic test of the cylinders is due. However, where problems arise the following may be considered for which special application must be made on a shipby-ship basis.

Due to the environmental implications of emptying, testing and re-charging of these cylinders and the reduced risk of internal corrosion due to the absorption of moisture by the Nitrogen pressurisation gas, the Isle of Man will accept postponement of pressure testing providing the external condition of the cylinders remains acceptable. In order to extend the cylinder test period beyond 20 years, the Isle of Man require a thorough examination of all cylinders be carried out by an accredited service agent. Where each cylinder is found to be in a satisfactory condition with no significant signs of pitting, corrosion, fretting or cracking, this Administration will permit the hydraulic test of all the cylinders to be postponed for a further 5 years, i.e. 25 years from initial test date for which a letter will be issued to the vessel upon receipt of the inspection report. 4. Cylinders containing refrigerant gases, nitrogen and gases for burning equipment

These cylinders are not normally considered to be part of the ships safety equipment. They are generally supplied full and exchanged or returned when empty. Ships staff should, prior to accepting the cylinder on board, check the date stamp on the cylinders and ensure that no more than 5 years have elapsed since the last hydraulic pressure test. For cylinders remaining on board, arrangements should be made for an exchange cylinder from ashore if more than 5 years have elapsed since the last hydrostatic test. 5. Foam Systems, to include all foam types: FP; AFFF; FFFP; ARFFF

Foam sampling - Fixed systems:

An analysis of foam samples must be undertaken after 3 years from date of manufacture and annually thereafter. Samples should be: as representative as practical, e.g. taken from top, middle and bottom of tanks where arrangement permits, and placed in an uncontaminated container. analysed by an independent or manufacturers laboratory and the results of analyses must be kept on board and readily available for inspection.

Foam sampling - Portable Systems:

Check the batch numbers and establish the age of the compound. If within the manufacturers recommended shelf life, then the compound does not need to be tested provided the drums remain sealed with no visible signs of degradation. If the drum has been opened or records of manufacture are not available then the ships staff can complete on-board testing on an annual basis per batch, in accordance with manufacturers instructions to ensure the foam compound remains effective. The drums should be replaced when they exceed the manufacturers recommended shelf life.

Inspection and testing of Fixed Foam installations:

Routine planned maintenance in accordance with the manufacturers recommendations should be supplemented with a thorough inspection of the system and check of its full functionality once every 2 years by an accredited service agent.

In addition to the regular shipboard inspections and where practicable, an occasional system test to produce foam in a drill scenario should be considered subject to any local restrictions relating to pollution. Where possible, the mixing ratio of the foam should be verified. Any concentrate used should be replenished as required with the same manufactures foam type to ensure compatibility. Care should be taken to ensure that the system is correctly flushed on completion to prevent blockage of small bore pipework and internal corrosion. In addition great care should be taken to ensure that system valves are left in the correct operational position to prevent contamination of the foam tank. 6. Fixed Dry Powder Systems

Note: due to the powders affinity for moisture, any nitrogen gas introduced for agitation must be moisture free.
In addition to the regular shipboard inspections, the systems should be inspected at least once every two years by an accredited service agent.

Annually, the system should be inspected and the dry powder charge should be agitated with nitrogen, using bubbling connections where provided.

Inspection
blow-through with nitrogen to ensure associated pipes and nozzles are clear. operation test of local and remote controls and section valves. contents verification of propellant gas cylinders containing nitrogen (including remote operating stations). sample of dry powder should be tested for moisture absorption.

Testing
Powder containment vessels and associated piping should be subject to hydraulic testing carried out by an accredited service agent at intervals not exceeding 10 years. The powder containment vessels safety valves and discharge hoses should be subjected to a full working pressure test every 2 years. Note: On board inspection or test required by an accredited service agent, with the exception of pressure testing, may be carried out by a senior member of the ships staff who has been successfully trained to carry out this work. In all cases, calibrated equipment must be used and all procedures and documentation must be in accordance with shipboard safety management systems. Note: The replenishment and test regime for these high-pressure nitrogen cylinders is identical to that for CO2 cylinders for fixed-gas fire extinguishing systems. 7. Automatic Sprinkler and Fixed Pressure Water Spray Systems

These systems should be inspected and tested by a competent person as per the manufactures instructions, and as a minimum should include the following:

Inspection
The system should be regularly inspected to ensure that all valves are in the correct position for operation. Levels and pressures should be maintained in pressurised storage tanks and there should be no obvious leakage.

Testing
Monthly: autostart function of sprinkler system pumps should be tested to ensure they automatically operate on system pressure loss. Quarterly: all automatic alarms and control gear for the sprinkler systems should be tested using the test valves and procedures for each section. Annually: the following should be carried out: water spray fixed fire-fighting systems should be tested for correct operation sprinkler pumps should be flow tested to ensure design pressures and flows alarms, pressure switches and control gear settings should be verified the sprinkler system connections from the ships fire main should be tested all associated relief valves should be tested 5 yearly, in addition to the annual tests indicated above, the pressure tank and all check and control valves should be internally inspected. Also checks to be carried out to confirm that distribution pipework is free from corrosion and blockage. In the case of sprinkler systems protecting passenger accommodation, our surveyors will inspect and test the system as necessary during Passenger Ship Safety Certificate Renewal surveys. 8. Hydraulic Pressure Testing

The test pressure applied for all cylinders and extinguishers should be 1.5 x maximum working pressure, which should be held for at least one minute. The test pressure should be clearly stamped on each compressed gas cylinder and clearly marked on each extinguisher. Where cylinders are sent ashore for re-charging, the pressure test requirements for the Local Authority may override, but should not be less stringent, than the above requirements. 9. Rejection

Extinguishers or cylinders failing any inspection or test shall be rendered unserviceable and disposed of accordingly. An entry in the records must be made to show when any extinguisher or cylinder has been rejected and for what reason. 10. Records

Records of inspection, maintenance and testing of all extinguishers and cylinders must be maintained and readily available on board for inspection. These records should clearly identify each individual extinguisher or cylinder and its inspection status.

11.

Competent Person

For the purposes of this Industry Circular only, a competent person is defined as: a member of the ships crew who has the necessary training and who carries out the work onboard under direct supervision of a senior officer holding an advanced fire fighting certificate (experienced person holding a Merchant Shipping STCW II/2 or III/2 certificate of competency and an Advanced Fire Fighting certificate). All work should be carried out as part of a planned maintenance system with all necessary procedures, work instructions, manuals, tools, spares and calibrated test equipment readily available. or an accredited service agent.

12.

Spare Charges required to be carried on board 100% for the first 10 then 50% thereafter to a maximum of 60 charges. If they cannot be recharged on board then 100% spare extinguishers of the same type. 1 spare tank of 20 litres foam concentrate Nil Nil Nil In addition to 1,200 litres per set there is to be total spare free air of 2,400 litres per set. If the vessel is carrying 5 or more sets then the total spare free air need not exceed 9,600 litres. If the vessel has the capability to recharge the cylinders on board this spare air may be reduced to 1,200 litres the total storage of free air need not exceed 4,800 litres. Ships constructed before 01/07/2002 No spares required. Ships constructed after 01/07/2002 Accommodation 50% max 4, Machinery spaces 50% (refer to Industry Circular No 8)

Portable Fire Extinguishers Portable Foam Applicator Unit Semi Portable Foam Extinguishers Semi Portable Dry Powder Extinguishers Semi Portable CO2 Extinguishers SCBA Air bottles

EEBD

Isle of Man Ship Registry September 2006

Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

Appendix 1
System or Appliance Portable & Semi Portable Fire Extinguishers Shipboard Inspection Periodic Inspection and Service Annually by a competent person (see Note 1) 5 Yearly discharge (see Note 2) Annually by a competent person. (see Note 1) NB - O2 shelf life of 3 years Annually by a competent person (see Note 1) Hydraulic Pressure Test Portable 10 Years Semi Portable refer to manufactures guidelines Steel - 5 years Composites - see manufacturers instructions Marking and Documentation Pressure Test date to be clearly marked (see Note 3). Inspection and PT certificates on board Pressure Test date to be hard-stamped on cylinder. PT certificates on board

In accordance with SMS procedures and manufacturers instructions

SCBA and Medical O2 cylinders

In accordance with SMS procedures and manufacturers instructions

Air Cylinders for Survival Craft (TEMPSC)

In accordance with SMS procedures and manufacturers instructions. Annual inspection and function checks In accordance with SMS procedures Annual inspection and function checks In accordance with SMS procedures Periodically check condition

5 years

Pressure Test date to be hard-stamped on cylinder. PT certificates on board

CO2 High Pressure Cylinders - Fixed Installations Halon High Pressure Cylinders Fixed Installations Cylinders for Refrigerant Gas, Nitrogen, and Burning Equipment Foam Systems (fixed and portable)

Every 2 years by an accredited service agent + level check (see Note 4) Every 2 years by an accredited service agent + level check (see Note 4) -

Within 20 years and every 5 years thereafter External examination at 20 years to extend to 25 years (see note 5) 5 years (see note 6)

Pressure Test date to be hard-stamped on cylinder. Inspection and PT certificates on board Pressure Test date to be hard-stamped on cylinder. Inspection and PT certificates on board Pressure test date to be hard-stamped on cylinder.

In accordance with SMS procedures and manufacturers instructions Powder charge agitated annually (N2 blow-through) & system inspected

Foam sample after 3 years then annually thereafter. (see Note 7) Every 2 years by an accredited service agent + sample of dry powder tested for moisture absorption. (see Note 7) Annually by a competent person. (see Note 1) 5 yearly internal inspection of pressure tank, check and control valves

Foam sample certificates on board.

Fixed Dry Powder systems

N2 Propellant cylinders -20 years then 5 years thereafter. Containment vessels and piping every 10 years. Safety valves and hoses 2 years.

Last sample date marked clearly. Powder sample certificates on board.

Automatic Sprinkler and fixed pressure water spray Systems

Regular inspections In accordance with SMS procedures and manufacturers instructions.

All inspection certificates to remain onboard. -

Reference notes on next page.

Notes: 1. The competent person may be a member of the ships crew who is trained and assigned to this task or an accredited service agent. (See section 11 above for full definition.) All portable extinguishers should be discharged at intervals not exceeding 5 years. Pressure test dates must be clearly marked. Hard-stamping is only permitted on CO2 extinguisher cylinders and propellant bottles. On board inspection or test required by an accredited service agent, with the exception of pressure testing, may be carried out by a senior member of the ships staff who has been fully trained to carry out this work. In all cases, calibrated equipment must be used and all procedures and documentation must be in accordance with shipboard safety management systems. This relaxation from the 20 years test period is permitted on a ship by ship basis for which application must be made to the Administration. Any extension is granted subject to thorough examination (including NDT) by an accredited service agent, the details of which will be provided upon application. These cylinders are generally supplied full and exchanged when empty and as such are not considered as part of the ships safety equipment. Ships staff should, prior to acceptance, ensure no more than 5 years have elapsed since the last pressure test. Cylinders remaining on board should be exchanged ashore if more than 5 years have elapsed since last Pressure Test. Sample analyses must be carried out by an accredited service agent ashore.

2. 3. 4.

5.

6.

7.

Industry Circular No. 11 Revised February 2007

Government of the Isle of Man Department of Trade and Industry Notice to Surveyors, Shipowners, Managers and Classification Societies

Carriage of Medical Oxygen Cylinders The Medical First Aid Guide (MFAG), requires vessels carrying dangerous goods to carry 40 litre@200bar oxygen cylinder(s) in the ships hospital. The Ship Registry considers carrying such large quantities of oxygen inside the accommodation may pose both fire and safety issues. As a result of further and recent consultation with industry this circular offers guidance to IOM vessels on how such quantities of oxygen can be safely installed.

The MFAG for use in accidents involving dangerous goods came into force on the 01 July 2002 and applies to all vessels to which SOLAS applies. Vessels to which the MFAG apply due to respective code requirements are:a) vessels carrying substances stated in the general index of the International Maritime Dangerous Goods Code (IMDG Code) vessels complying with the International Code for the Construction and Equipment of ships carrying Dangerous Chemicals in Bulk (IBC Code as amended.) vessels complying with the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)

b)

c)

In order for a vessel to comply with Column A or B of Appendix 14 of the MFAG the following quantities of oxygen available in the ships hospital for resuscitation purposes are required: 40 litre@200 bar, medical oxygen cylinder in ships hospital assembled for direct use with 1 flow meter unit with two ports for supplying oxygen for 2 persons at the same time. If more than 1 non-portable oxygen cylinder is 1

used there must be 2 flow meter units for supplying oxygen for 2 persons at the same time. One complete portable set with 2litre@200 bar of oxygen ready for use and a spare cylinder of 2litre@200 bar.

All other vessels that do not have to comply with the MFAG are only required to carry a 2litre@200 bar portable oxygen set, and a spare cylinder of 2litre@200 bar. Storage of Medical Oxygen Cylinders The Ship Registry considers that the storage of large quantities of oxygen in an accommodation space is potentially dangerous and that it may pose a fire and safety hazard. In order to resolve the conflict between the intentions of MFAG and the fire and safety issues the Ship Registry recommends that compliance with the MFAG requirements can be achieved by :1. The supply of smaller cylinders inside the accommodation

The required amount (40L@200bar) of medical oxygen in a number of smaller capacity (e.g. 4 cylinders of approximately 10 litres@200bar each, or equivalent) for use inside the accommodation. One of the cylinders should be stored in the hospital ready for immediate use. The other remaining cylinders are to be securely stored in a suitable space outside the accommodation, where the cylinders will be protected from deterioration and where the risk of fire and explosion is minimised. As a consequence of the difficulty that can be experienced in obtaining and refilling 10 litre cylinders, in the event that a 40 litre cylinder is installed it is recommended the following guidance is used : 2. Use of a single 40 Litre Cylinder

The use of the 40 litre@200bar medical oxygen cylinder can be stored in either of the following locations: i/ Outside the accommodation block, as close to the hospital as is reasonably possible, in a secure and weather protected cabinet. Inside the accommodation block in the hospital beside the bed(s), provided the cylinder is securely locked in a frame connected directly to the steel structure of the ship.

ii/

The Ship Registry recommends that a 40 litre oxygen cylinder situated either inside or outside the accommodation block should be fitted with the following safety device to prevent accidental release of high pressure oxygen into the hospital: The oxygen regulator in the pipework from the 40 litre cylinder should have a relief valve fitted with a discharge line piped outside the hospital to free air. This ensures that if there is a fault in the system, high pressure oxygen cannot escape into the low pressure side of the system, and will be vented outside of the accommodation. 3. All systems should be maintained and inspected as follows: inspected annually on board by a competent person in compliance with the manufacturers instructions. Note: a competent person may be a senior member of the ships staff. medical oxygen has a limited shelf life of 3 years and should be landed ashore for re-charging at the expiry date. the cylinders are to be hydrostatically tested every 5 years, or at an interval specified by the manufacturer, whichever occurs sooner. oxygen pressure regulators should be serviced at least every 5 years. grease or oil should not be used to lubricate high pressure oxygen fittings. all high pressure pipes from the bottle to the regulator should be subject to a pressure test every 3 years by the manufacturer or his appointed agents. the hospital ventilation system should be maintained as per the manufactures instructions and operating correctly at all times. there should be a warning sign on the hospital door stating high concentrations of oxygen may be present. there should be a sign in the hospital adjacent to the oxygen installation stating, all system valves to be shut when not in use.

Isle of Man Ship Registry Revised February 2007

Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

MANX SHIPPING NOTICE

MSN 005

DEPARTMENT OF TRADE AND INDUSTRY

MUSTERS AND DRILLS AND ON-BOARD TRAINING & INSTRUCTION

This notice explains the main requirements with respect to drills, musters and training for ready reference by those affected giving affect to the latest requirements contained within SOLAS Chapter III.

Documents referred to in this notice: Merchant Shipping (Life-Saving Appliances) Regulations 1999 (S.D. 431/99) Merchant Shipping (Official Log Books) Regulations 1992 (S.D. 363/92) Most regulations and notices are available on the Isle of Man Government web site: http://www.gov.im/dti/shipping or by contacting [email protected]

Lists and Emergency Instructions. Clear instructions to be followed in the event of an emergency are to be provided for every person on board. These may be provided as a separate card or instruction booklet given to each crew member or may be a card fixed in each cabin with instructions for the occupant of the cabin or in some other equally effective manner. The instructions must be in English but may additionally be in another language if this assists in providing clear information to each crew member.

Muster lists and Emergency Instructions must also be posted up in conspicuous places throughout the ship including at least the bridge, the engine room or engine control room, and on each accommodation deck.

In passenger ships the instructions must be posted in each cabin and must be in English and also in any other language likely to be understood by a majority of the passengers. Additional emergency instructions must also be positioned at assembly stations and in public spaces to inform passengers of their assembly stations, essential actions to take and the location of lifejackets and the method of donning their lifejackets.

Muster lists must meet clear specific minimum requirements. They must be prepared and in place before the ship proceeds to sea and must be kept up to date whenever

crew members change. Those in cargo ships do not require approval of the Isle of Man Ship Registry but those in passenger ships must be approved and stamped as approved. The muster lists must clearly specify at least: details of the General Alarm Signal and any public address system and how it will be used. actions to be taken by crew and passengers, including any special purposes personnel; details of how an abandon ship order will be communicated if necessary; the survival craft or launching station to which each crew member is assigned; the duties assigned to different crew members including, for example; closing of openings such as watertight doors, fire doors, valves, scuppers, sidescuttles, skylights, etc. equipping and preparation and launching of survival craft; the muster of passengers; the use of communications equipment; the manning of fire parties and emergency parties do deal with other types of emergency, including, for example a man overboard; any special duties assigned to crew members in connection with fire fighting equipment and other emergency control equipment; the identity of any officer or officers assigned to ensure that fire fighting equipment and life-saving equipment is maintained; the identity of substitute personnel for key crew members. In passenger ships procedures are required for locating and rescuing passengers who may be trapped in their cabins and these procedures shall be included in the muster list.

Also in passenger ships the muster list must show a number of other duties associated with the safety and care of passengers including; warning passengers and providing information as well as ensuring that passengers are suitable dressed and correctly wearing their lifejackets; assembling passengers at assembly stations; keeping order in passageways and stairways.

It is recommended that crew members assigned duties in passenger ships which bring them into contact with passengers in any emergency situation, are provided with distinctive identification in the form of hats, or jackets that they can don as soon as an emergency alarm is initiated. Thus identified, they are immediately recognizable to passengers as members of the crew with assigned duties.

Making up muster lists. When making up a muster list care should be taken to ensure that the duties allocated to any individual crew member do not overlap and that his duties are clear and without conflict in any foreseeable emergency. Those in charge of launching and expected to be the last to abandon ship, for example, should not be assigned to the survival craft likely to be first launched.

In assigning personnel to survival craft the muster list should include a deck officer or a person certificated as Proficient in Survival Craft in charge of each survival craft, a second in command in the case of lifeboats, and a person capable of carrying out minor engine adjustments in the case of a motorised survival craft.

The person assigned to be in charge of each survival craft, and his second in command should also be provided with a list of that crafts assigned crew, and is to be responsible for ensuring that the crew are familiar with their assigned duties.

Emergency Signals. The General Alarm signal is intended as a signal for summoning the crew and passengers to their muster stations and for initiating the emergency actions set out in the emergency instructions. This signal is one of seven or more short blasts followed by a long blast which is to be made on the ships alarm bells or klaxons and the whistle.

Most ships will have a separate Fire Alarm system which is automatically activated and which can be manually activated from various locations. This system may sound a different signal and it may only sound in selected locations.

The muster list and emergency instructions must clearly describe each alarm signal used and the actions that are required on each being sounded.

Emergency Training and Drills It is a legal requirement that every crew member who is assigned to emergency duties is familiar with those duties BEFORE THE SHIP SAILS. This requirement may also be found in the STCW Convention and in the requirements of the ISM code.

In passenger ships, whenever passengers are to be on board for 24 hours or longer, there must be a muster of passengers within 24 hours of their joining at which time they are to be instructed in the use of lifejackets and the actions to be taken in any

emergency. In general this muster should take place, whenever possible, before the ship sails. Whenever a new passenger or passengers join there shall be a passenger briefing before the ship sails made through the public address system or a similar effective system and supplemented if appropriate by video display facilities and similar. The briefing should cover the items required in the emergency instructions for passengers and be in English and also in any other language likely to be used by a majority of the passengers.

In all ships, emergency drills shall be conducted, so far as is practicable as if there was an actual emergency situation and those responsible for planning drills should endeavour to ensure that the types of problems likely to occur in any real emergency are simulated as far as possible to maintain an atmosphere of realism. Missing crew members including key personnel, injured crew members and inaccessible routes can all, for example, be easily simulated and pre-planned into the drill so that emergency teams become familiar with dealing effectively with unexpected problems.

Every crew member MUST take part in at least:One abandon ship drill every month. and one fire drill every month. In passenger ships there must be an abandon ship drill and a fire drill every week but it is permissible for these drills not to include all the crew as long as the requirement for participation by each crew member at least once per month is met. However, it is recommended that so far as is possible the whole crew are involved on each occasion as a unified team.

Whenever 25% or more of the crew have not taken part in a drill in that ship in the preceding month, as a consequence of just joining the ship or for some other reason, there must be an emergency drill within 24 hours of sailing.

In the case of Ro-Ro passenger ships on short voyages the requirement for drills within 24 hours of 25% or more of the crew changing could permit the ship to make several voyages with passengers before all the crew have taken part in a drill. Therefore, in these ships it is required that all members of the crew are made familiar with the emergency procedures and arrangements before the ship sails.

Conduct of Fire and Emergency Drills. Fire drills and other emergency drills should be planned in such a way that the ships teams obtain regular practice in dealing with all types of foreseeable emergencies in different areas of the ship. The drills should be as complete as possible and reflect the likely progress of a real emergency. Whenever practicable the types of unexpected difficulties that a real emergency might bring should be simulated - lack of visibility, restricted access, missing crew members, failed equipment, failed communications etc.

A fire drill is required to include at least; reporting to stations and preparing for emergency response in accordance with the muster list and emergency instructions; the operation of fire pumps and the demonstration of at least two jets of water through fire hoses; the actual use and checking of firemans outfits and other personal rescue equipment; tests and checks on on-board communications equipment; testing and examination of watertight doors, fire doors and other arrangements for closing openings including fire dampers in the drill area; tests of the arrangements for abandoning ship in the event that the fire development necessitates this. On completion of a drill the equipment should be returned to full operational condition and any faults rectified.

Crew members assigned to fire parties or other emergency parties need not wear their lifejackets, and indeed should not do so in many cases as these can seriously hamper their effectiveness. However, there needs to be procedures in place to ensure that, if it subsequently becomes necessary, these crew members can retrieve their lifejackets and use them should it become necessary to prepare to abandon the ship.

It is recommended that, following any fire drill or other emergency drill, the ships staff hold a de-briefing meeting to critically evaluate the results of the drill and develop improved procedures and arrangements so that the effectiveness of the ships emergency teams and their preparedness for dealing with the full range of possible scenarios is continually improved.

In ships with sprinkler systems a weekly test, which can be incorporated with a fire drill should establish that the sprinkler pump cuts in automatically in response to a pressure drop in the tank (ensuring that the tank is refilled if any fresh water is lost during the test), and that automatic alarms function correctly by operating the test valve at each section control station and any local switches.

Abandon Ship drills. An abandon ship drill should normally be the logical follow up to any fire drill. Certain elements must be included in any abandon ship drill including;

summoning of crew and passengers to their muster positions and assembly stations and use of the general Alarm signal and preparation for the assigned duties in the muster list; checks that personnel are correctly dressed; lowering of at least one lifeboat with different boats being used at successive drills. Boats need not be launched if this is impracticable but they must be prepared for final launching. In the case of free fall boats crews should be exercised in boarding and taking their places ready for an actual launch starting boat engines; operating liferaft davits if fitted; a test of emergency lighting at launching and embarkation areas; in passenger ships a simulated search for missing passengers; instructions in the use of radio lifesaving appliances - SARTs, EPIRBs, and hand held radios. Lifeboats should be actually launched with their assigned crews and manoeuvred in the water during an abandon ship drill at intervals of no longer than 3 months although free fall boats may be lowered to the water using the recovery system when free fall launching is hazardous as long as a free fall launch is undertaken at least every 6 months.

In ships on dedicated short trades where dedicated berthing arrangements do not allow the launching of the boats on one side, those boats may be part lowered at 3 month intervals and actually launched at 12 month intervals.

Rescue boats should be launched with their assigned crews and manoeuvred so far as possible every month but in any case at intervals not longer than 3 months. Rescue boat launchings should incorporate a simulated recovery operation with a suitable floating object or dummy used as a simulated man overboard.

Davit launched Liferafts. Ships fitted with these rafts are required to include crew training in their use at intervals of not more than 4 months and the training has to include, whenever practicable, the actual; inflation and lowering of a raft. To fulfil this requirement a special training raft (conspicuously marked - Training Only) may be carried additional to the ships normal raft complement or alternatively the training exercises can be done with a suitable weight as a simulated raft which can be attached and swung overside to the point where a real raft would be inflated. Demonstration of the use of the release hook can be achieved by swinging the weight back inboard over the deck and operating the hook at that position. If the latter approach is

adopted, it will still be necessary to substitute a real raft from time to time and conduct training including a full lowering. Where it is impracticable to do this at the specified 4 month intervals it should be done at least once per year.

Training and Instructions. It is a requirement that all ships have arrangements in place for training on board in the use of life-saving appliances, survival craft equipment and the use of fire extinguishing appliances. Such training must be provided for each new crew member as soon as possible after joining and not later than 2 weeks after joining.

Each drill is also required to include an element of instruction and training and ships should arrange a program of training so that every crew member covers all the ships life-saving equipment and fire extinguishing equipment as appropriate over each 2 month period. The training instruction is required to cover at least; operation of inflatable rafts hypothermia, its risks and first aid treatment; special requirements if necessary for the use of life-saving appliances in severe weather and sea conditions; operation of fire extinguishing appliances Much of the material to be covered in training will be found contained in the ships Training Manual which may be referred to as a source of reference. Regular reference to this document will, in any case, allow the manual to be kept up to date and revised as necessary in the light of experience.

Record Keeping. In addition to the requirements outlined here for drills and training, there is a requirement in the Merchant Shipping (Official Log Books) Regulations 1992 for the recording of every drill in the Official Log Book.

Isle of Man Ship Registry February 2007

Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

MANX SHIPPING NOTICE

MSN 009
DEPARTMENT OF TRADE AND INDUSTRY The maintenance and testing of launching appliances and release arrangements for lifeboats, rescue boats and liferafts This MSN outlines the Isle of Man Ship Registry requirements for the maintenance and testing of launching appliances and release arrangements for lifeboats, rescue boats and liferafts, taking the recommendations of MSC 82 into account. The requirements are summarised in Annex I. At MSC 82 it was decided not to make MSC Circular 1206 mandatory. The amendments to SOLAS Chapter III and the LSA Code (resolutions MSC.201(81), MSC.207(81), MSC.216(82) and MSC.218(82)) were adopted and will become effective 1/7/2008. MSC.1 Circ. 1215 urges Flag States to implement these SOLAS & LSA Code amendments early. Most regulations and notices, along with casualty reports, are available on the Isle of Man Government web site: http://www.gov.im/dti/shipping or by contacting [email protected]

Documents referred to in this notice: The International Life-Saving Appliance (LSA) Code SOLAS Ch III MSC/Circ 1206, 1215

1. Documentation The instructions for maintenance of the launching appliances and release arrangements should be provided on board in English. Suitable records must be maintained on board for the examinations and testing described below. The competent person, properly trained person, or class surveyor should issue a report for any examination or test conducted or witnessed. It is recommended that these reports are filed alongside the service records for liferaft/FFA/BA sets etc. within the vessels document control system. The class surveyor conducting safety equipment surveys will review this documentation for completeness. 1

2. Qualifications A competent person is defined as:o A person who is trained and has the necessary skills, practical experience and knowledge of the type of lifting appliances and gears which he is required to inspect. He is to be provided with the necessary tools and spare parts together with manufacturers recommended maintenance instructions. o This person is not necessarily a member of the vessels crew but may be the Master, Chief Engineer, Chief Officer or Second Engineer subject to the above criteria. A properly trained person familiar with the system is defined as:o Ideally a representative of the manufacturer a person suitably trained by them a representative of an organisation authorised by them. o If such person is not in existence or is unavailable, the owners should select another suitable shore side specialist with a proven experience in conducting this type of work. This selection is the responsibility of the Owners/Managers, who should include criteria/procedures within their Safety Management Systems to handle this. The Isle of Man Ship Registry will not approve these specialists.

3. Maintenance of launching appliance falls At all inspections special attention should be paid to areas passing through sheaves. Falls: Shall be maintained by ships crew in accordance with the instructions for on board maintenance; Shall be examined during the time window for (but not necessarily at) each safety equipment survey, by a competent person; and Shall be renewed whenever necessary due to deterioration or at intervals not exceeding 5 years, whichever is earlier. There is no longer any requirement for end for ending after 2 years. There is no longer any dispensation for stainless steel falls. 4. Launching appliances All launching appliances (including the secondary means of launching freefall lifeboats): Shall be maintained by ships crew in accordance with the instructions for on board maintenance; 2

Shall be subjected to a thorough examination, by a competent person, during the time window for (but not necessarily at) each safety equipment survey; Shall, on the completion of every thorough examination, be subjected to a dynamic test of the winch brake at maximum lowering speed). The load to be applied shall be the mass of the lifeboat without persons aboard. This should be performed by a competent person. Due care should be taken with freefall boats; and Shall be subjected to a 110% dynamic test of the winch brake at maximum lowering speed at intervals not exceeding 5 years. The load to be applied is 1.1 times the weight of the survival craft or rescue boat and its full complement of persons and equipment. This test should be witnessed by a Class Surveyor.

5. Release Arrangements Lifeboat/rescue boat on-load release gear, including freefall lifeboat release systems and davit launched liferaft automatic release hooks: Shall be maintained by ships crew in accordance with the instructions for on board maintenance; Shall be subject to a thorough examination and operational test during the time window for (but not necessarily at) each safety equipment survey by a properly trained person familiar with the system; Shall be overhauled by a properly trained person familiar with the system at intervals not exceeding 5 years; and Shall on completion of overhaul be operationally tested under a load of 1.1 times the total weight of the survival craft or rescue boat with its full complement of persons and equipment. This test should be witnessed by a Class Surveyor. Definitions Launching appliance is the means of transferring a survival craft or rescue boat from its stowed position safely to the water. This includes the secondary means of launching for free-fall boats. "On-load" release gear is designed to release the lifeboat or rescue boat under any conditions of loading from no load, with the boat waterborne, to a load of 1.1 times the total mass of the boat when loaded with its full complement of persons and equipment.

ANNEX I SUMMARY
Competent Person Regular maintenance of launching appliance & falls as per PMS Annual & 5 yearly examination of launching appliance & falls Annual dynamic test winch brake (boat empty) 5 yearly test of winch brake (110%) Annual examination & 5 yearly overhaul of on-load release gear Annual examination & 5 yearly overhaul of freefall lifeboat release systems Annual examination & 5 yearly overhaul of davit launched liferaft automatic release hooks 5 yearly test of on-load release gear (110%) 5 yearly test of freefall lifeboat release systems (110%) 5 yearly test of davit launched liferaft automatic release hooks (110%) Properly Trained Person Witnessed by Class Surveyor

A competent person is defined as:o A person who is trained and has the necessary skills, practical experience and knowledge of the type of lifting appliances and gears which he is required to inspect. He is to be provided with the necessary tools and spare parts together with manufacturers recommended maintenance instructions. o This person is not necessarily a member of the vessels crew but may be the Master, Chief Engineer, Chief Officer or Second Engineer subject to the above criteria. A properly trained person familiar with the system is defined as:o Ideally a representative of the manufacturer a person suitably trained by them a representative of an organisation authorised by them. o If such person is not in existence or is unavailable, the owners should select another suitable shore side specialist with a proven experience in conducting this type of work. This selection is the responsibility of the Owners/Managers, who should include criteria/procedures within their Safety Management Systems to handle this. The Isle of Man Ship Registry will not approve these specialists.

Isle of Man Ship Registry February 2007

Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides

guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

MANX SHIPPING NOTICE

MSN 010
DEPARTMENT OF TRADE AND INDUSTRY THE FITTING OF RECOVERY STROPS TO LIFEBOATS DESIGNATED AS RESCUE BOATS SHIPS CONSTRUCTED ON OR AFTER 1ST JULY 1986 This notice serves to highlight the requirement for the recovery of lifeboats which are also Rescue Boats in heavy weather Most regulations and notices, along with casualty reports, are available on the Isle of Man Government web site: http://www.gov.im/dti/shipping or by contacting [email protected]

Documents referred to in this notice: Merchant Shipping (Life-Saving Appliances) Regulations 1999 (SD 431/99) 1. The attention of Surveyors, Shipowners, Managers and Classification Societies is drawn to the requirement to provide means for facilitating the rapid and safe attachment of the lower fall blocks to the lifting arrangements of a lifeboat which is also a Rescue Boat. To attach the lower fall blocks directly to the lifting hooks in other than calm conditions is likely to prove extremely arduous and hazardous. Part 2 Regulation 16(4) of the Merchant Shipping (Life-Saving Appliances) Regulations 1999 provides: Every lifeboat which is also a rescue boat and, in ships which are not provided with a rescue boat, one of the lifeboats, shall be provided with arrangements for the safe recovery of the lifeboat or rescue boat in adverse sea conditions. Such means shall comprise recovery strops of suitable length and of a construction and type that may be temporarily attached between the lower fall block and the boat without danger to the occupants from the lower fall blocks and hanging off pendants attached to the davit arms to permit transfer of the boat from the recovery strops to the normal falls once the boat is clear of the water or an equivalent arrangement acceptable to the Department. Existing ships which are not fitted at the date of these Regulations with arrangements for the safe recovery of the lifeboat or rescue boat in adverse sea conditions shall have such arrangement fitted by 30th June 2000. Further, Chapter III/SOLAS 74 Regulation 17.5 (as amended) [Rescue Boat Embarkation, Launching and Recovery Arrangements] - requires .......Foul weather recovery strops shall be provided for safety if heavy fall blocks constitute a danger.

2. One such arrangement is illustrated in the attached Annex to this circular and has been tested within controlled conditions. It is accepted that there may be a number of different arrangements which will achieve the same result. In accepting lifeboats which are also rescue boats, Surveyors should ensure such facilities are provided. 3. Lifeboats which are also rescue boats, need not be fitted with special recovery arrangements if a chain or wire of adequate strength and flexibility is fitted between the lower fall block and the attachment to the lifting hooks. For this purpose the length of the chain or wire, including the link for attachment to the lifting hook, should be at least 1.25 metres. 4. When considering the strength and the testing of the recovery strops, hanging off pendants and davit structure, a working load consisting of the weight of the rescue boat, equipment and provisions plus six (6) persons at 75kg, should be used. 5. Hanging off pendants should have a factor of safety of at least 6 based upon the breaking strength of the wire. 6. Recovery strops, which may be of nylon or other suitable material, should have a factor of safety of at least 6 based upon the breaking strength of the strop. 7. In the case of recovery strops and hanging off pendants certificates of test should be provided on board and be available for inspection. 8. The hanging off pendant attachments on the davit should be designed with a factor of safety of at least 4.5 based upon the ultimate tensile test of the material. The davit structure should maintain a factor of safety of 4.5 when hanging off the working load with the ship trimmed up to 10 degrees and listed up to 20 degrees each side. To be tested at weight of fully stored boat plus six (6) persons at 75kg. 9. Where the recovery arrangements entail disembarkation at a deck level other than the embarkation deck, bowsing arrangements should be provided for both decks. 10. The equipment described in this circular should be fitted to all ships constructed on or after the 1st July 1986 to any lifeboat and davit nominated as a rescue boat. Shipowners, Ship managers, and Classification Societies should if necessary consult the manufacturers of the lifeboat davits on the provision of the necessary fittings and equipment before the next Safety Equipment Survey is required.

11. This Department should be contacted if difficulties are experienced in complying with the provisions of these regulations. Enquiries should be directed to the Principal Surveyor, Isle of Man Ship Registry, Isle of Man on telephone number 01624 688500 or fax number 01624 688501, or by e-mail to [email protected]. Isle of Man Ship Registry February 2007
Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

ANNEX RECOVERY OF RESCUE BOAT USING RECOVERY STROPS POSITION 1 1.1) Manoeuvre boat under falls, recovery strop (in place) will hang down from main suspension link; 1.2) hoist. Fit recovery strop link into boat suspension gear, signal deck operator to

POSITION 2 2.1) Deck operator to release hanging off pendants attached to the davit arms so they hang freely; 2.2) Rescue boat to be hoisted up to a position where boat crew can attach hanging off pendants to the auxiliary lifting lugs on the boat suspension gear. (It should be noted not to overhoist to a point where the davit arms start to turn in).

POSITION 3 3.1) Deck operator to raise the brake lever on the winch and lower the boat slowly until the full weight of the rescue boat is held by the hanging off pendants.

POSITION 4 4.1) 4.2) Disengage recovery strops from the rescue boat lifting hooks; Pay out the falls at the lifting winch until it is possible to re-engage main suspension link.

POSITION 5 5.1) Hoist the rescue boat until it is possible to remove hanging off pendants from the auxiliary lifting lugs; 5.2) Continue to hoist the rescue boat normally to its stowage position.

N.B. Ensure that the hanging off pendant is secured to the davit arm and the recovery strops are stowed on the boat so as not to impeded release of the boat during the next launch.

MANX SHIPPING NOTICE

MSN 011
DEPARTMENT OF TRADE AND INDUSTRY

WIRE ROPE TERMINATIONS FOR LIFE SAVING APPLIANCES

This notice is intended to illustrate the different types of wire rope terminations and recommended uses for the different terminations that are acceptable to the Isle of Man Ship Registry for Life Saving Appliances.

Most regulations and notices are available on the Isle of Man Government web site: http://www.gov.im/dti/shipping or by contacting [email protected] There is no applicable marine legislation that specifies the appropriate way to form the primary load bearing terminations of wire ropes used for life boat falls, recovery strops or hanging off pennants. The Isle of Man Ship Registry recognises that there are a number of alternative methods used to form these terminations and that the suitability of each type of connection for the intended service is varied. Acceptance by the Isle of Man Ship Registry of any of the terminations is conditional on them being designed, manufactured, installed and used in the correct manner. The different types of terminations, their acceptability for use on Isle of Man ships and some guidelines on the method of use are set out in this notice. 1. Permanent Terminations These are supplied already formed on the wire rope by the manufacturer or recognised firm. They are suitable for all LSA applications provided that they have been certified for the maximum safe working load to be encountered. Permanent terminations of these types must only be fitted or re fitted by a recognised company, experienced in their use.

SWAGED EYE

STANDARD THIMBLE FERRULE SECURED

SPELTER SOCKET Maintenance When in service these particular terminations should be examined for broken strands or deformation of the wire where it emerges from the connection. 2. Reusable Terminations. There are two main ways of forming wire rope terminations with this method, cable grips or wedge and socket fittings. They have the advantage that they can be fitted by competent ships staff and can be re-used when the falls are turned or replaced.

2.1 Bull Dog / Cable Grips Bull dog grips are not the best practice for the forming of eyes in wire rope. The Isle of Man Ship Registry can accept this type of method for the formation of eyes at the termination of the lifeboat falls as in the case of the centre join for continuous falls (as in Fig 3) but not for any other purpose. They are to be fitted as shown below in Fig 1.

As a general rule the grips should be placed at intervals of 6 x Wire Rope diameter. The minimum number of grips is to be three. After an initial load the grips should be re tightened.

Fig1. method of fitting bulldog clips

Maintenance The grips should be regularly inspected and tightened, so that any change in wire diameter when under load will not loosen the grips.

2.2 Wedge and Socket Type This type of fitting is also allowed by the Isle of Man Ship Registry for the formation of eyes at the termination for the lifeboat falls as shown in Fig 3. Their use is not recommended for cases where there is a possibility that the dead end of the termination can come into contact with an obstruction and loosen the wedge. When assembling the termination, the manufacturers instructions should be followed exactly. A general guide to their assembly is shown below in Fig 2

Fig 2 assembly of a typical wedge and socket type termination

The dead end of the rope is to be not less than 15 x the rope diameter in length. The wedges and sockets are sized for a particular wire diameter and parts should never be mixed. Maintenance The sockets are to be periodically examined for tightness of the wedge and for cracks. The rope is to be examined for broken wires or deformation were it emerges from the socket.

3. Terminations of Lifeboat Falls

Fig 3 Example of the type of termination for lifeboat falls preferred by Isle of Man Ship Registry .

3.1 Unacceptable Terminations

Termination is by only two cable grips without a ferrule and the end of the wire rope is unsecured.

The ends have been joined together directly. They should eitherbe formed into eyes with ferrules secured by at least 3 cable grips and linked with shackles, or wedge and socket terminations are to be used.
Isle of Man Ship Registry February 2007
Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.