Application: All shipowner/operators, masters and officers of merchant ships and authorised classification societies

This bulletin supersedes BMSR Bulletin No. 200 which is hereby cancelled.

GUIDELINES:

1.0 The specific guidelines contained in this bulletin address areas where BMSR feels there is need for additional guidance or clarification. Vessel owners should be familiar with and follow the equipment manufacturers’ recommendations, as well as class society requirements and applicable requirements of SOLAS, except where these recommendations or requirements are superseded by this Notice.

1.1 Operational Readiness:

All fire protection systems and appliances should at all times be in good order and available for immediate use while the ship is in service.

1.2 Maintenance and Testing:

Instructions for on-board maintenance, not necessarily by the ship’s crew, and testing of active and passive fire protection systems and appliances should be easily understood, illustrated wherever possible, and, as appropriate, should include the following for each system or appliance:

.1 maintenance and repair instructions;

.2 schedule of periodic maintenance;

.3 list of replaceable parts; and

.4 log and records of testing, inspections and maintenance, listing identified non-conformities and their targeted completion dates.

1.3 Weekly Testing and Inspections:

Weekly inspections should be carried out to ensure that:

.1 all public address systems and general alarm systems are functioning properly;

.2 breathing apparatus cylinders do not present leakages; and

.3 all fireman’s outfits and EEBDs are appropriately supplied, arranged, and in proper condition.

1.4 Monthly Examinations and Inspections:

1.4.1 Ships’ officers are responsible for performing monthly examinations of fire-fighting system equipment and recording the examinations in the ship’s official logbook. Monthly inspections should be carried out to ensure that:

.1 all fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in proper condition;

.2 dry pipe sprinkler systems have appropriate pressures as indicated by gauges;

.3 sprinkler system pressure tanks have correct levels of water as indicated by glass gauges;

.4 all sprinkler system pumps automatically operate on reduction of pressure in the systems;

.5 all fire pumps are operated; and

1.4.2 With regards to fixed fire-fighting systems, a general visual inspection should be made of the overall system condition for obvious signs of damage, and should include verification that:

.1 all fixed fire-extinguishing installations using extinguishing gas are free from leakage.

.2 all stop valves are in the closed position;

.3 all releasing controls are in the proper position and readily accessible for immediate use;

.4 all discharge piping and pneumatic tubing is intact and has not been damaged;

.5 all high pressure cylinders are in place and properly secured; and

.6 the alarm devices are in place and do not appear damaged.

1.4.3 In addition, on low pressure systems the inspections should verify that:

.1 the pressure gauge is reading in the normal range;

.2 the liquid level indicator is reading within the proper level;

.3 the manually operated storage tank main service valve is secured in the open  position; and

.4 the vapour supply line valve is secured in the open position.

1.5 Quarterly Examinations and Inspections:

Ships’ officers are responsible for performing quarterly tests and examinations of the fire-fighting system equipment as shown below and recording the test and examinations in the ship’s official logbook. Quarterly inspections should be carried out to ensure that:

.1 all automatic alarms for the sprinkler systems are tested using the test valves for each section;

.2 the international shore connection is in proper condition;

.3 lockers and fire stations providing storage for fire-fighting equipment contain proper inventory and equipment is in proper condition;

.4 all fire doors and fire dampers are tested for local operation; and

.5 all CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fire-extinguishing installations.

1.6 Annual Testing and Inspections:

As part of the annual statutory survey for Safety Equipment Certification, the following inspections and tests should be carried out to ensure that:

.1 all fire extinguishers are checked for proper location, charging pressure, and condition;

.2 fire detection systems are tested for proper operation, as appropriate;

.3 all fire doors and dampers are tested for remote operation;

.4 all foam-water and water-spray fixed fire-fighting systems are tested for operation;

.5 all accessible components of fixed fire-fighting systems are visually inspected for proper condition;

.6 all fire pumps, including sprinkler system pumps, are flow tested for proper pressures and flows;

.7 all hydrants are tested for operation;

.8 all antifreeze systems are tested for proper solutions;

.9 sprinkler system connections from the ship’s fire main are tested for operation;

.10 all fire hoses are hydrostatically tested;

.11 breathing apparatus air recharging systems checked for air quality;

.12 control valves of fixed fire-fighting systems should be inspected; and

.13 air should be blown through the piping of extinguishing gas systems.

The verification of the examinations and tests described in Section 1.2 to 1.6 above are an integral part of the annual statutory surveys for the SOLAS Safety Equipment Certificate.

The inspection and/or verification of the applicable items in Section 1.2 to 1.7 shall be to the satisfaction of the attending classification society surveyor.

1.7 Five-year Service:

At least once every five years, the control valves of fixed fire-fighting systems should be internally inspected.

 

2.0 Fixed CO2 Fire Fighting Systems:

Fixed CO2 systems in addition to complying with the maintenance and inspection requirements contained in Sections 1.0 to 1.7 of this Bulletin, shall also comply

with the following requirements for verification of the cylinder contents and hydrostatic testing of the cylinders:

2.1 Verification of Cylinder Contents:

At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each intermediate, periodical or renewal survey in cargo ships, the following maintenance should be carried out:

1. All high pressure cylinders and pilot cylinders should be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 90% of the nominal charge. Cylinders containing less than 90% of the nominal charge should be refilled. The liquid level of low pressure storage tanks should be checked to verify that the required amount of carbon dioxide to protect the largest hazard is available.

2.2 Hydrostatic Testing:

At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal survey in cargo ships, the hydrostatic test date of all storage containers should be checked. High pressure cylinders should be subjected to periodical tests at intervals not exceeding 10 years. At that inspection:

1. A least 10% of the total number provided should be subjected to an internal inspection and hydrostatic test.

2. If one or more cylinders fail, a total of 50% of the onboard cylinders should be tested.

3. If further cylinders fail, all cylinders should be tested. High pressure cylinders shall also be hydrostatically tested prior to recharging a discharged cylinder or when visual inspection reveals a potential defect. Hydrostatic test dates must be stamped on the cylinders. Hydrostatic testing must be performed by an authorized servicing facility which has been certified by a government agency or recognized classification society, and by extinguisher manufacturer to perform this type of work. The facility must be acceptable to the attending classification society surveyor. The same facility should recharge the cylinders after testing to demonstrate serviceability.

2.3 Implementation on Existing Ships:

Existing ships equipped with storage containers that are 10 years old or older but less than 20 years of age shall have the storage containers hydrostatically tested in accordance with the afore-mentioned guidelines at latest by the vessel’s next intermediate or special survey. Existing ships that are 20 years of age or older with CO2 storage containers that have not undergone a hydrostatic test shall at the latest by the vessel’s next annual or intermediate survey hydrostatically test a total of 50% of the onboard cylinders. If one or more cylinders fail then all cylinders should be tested.

2.4 Flexible Hoses:

Flexible hoses should be replaced at intervals recommended by the manufacturer, or if such recommendation is not provided, then at intervals not exceeding every 10 years

2.5 Discharge Piping:

The discharge piping nozzles should be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system and flowing dry air or nitrogen from the test cylinders or suitable means through the piping.

2.6 Additional Required Maintenance by an Authorised Service Facility:

In addition to the items listed in Section 2.0 to 2.5, at least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal survey in cargo ships, the following maintenance should be carried out by service technicians/specialists trained to standards accepted by the Administration:

.1 where possible, all activating heads should be removed from the cylinder valves and tested for correct functioning by applying full working pressure through the pilot

lines. In cases where this is not possible, pilot lines should be disconnected from the cylinder valves and blanked off or connected together and tested with full working

pressure from the release station and checked for leakage. In both cases this should be carried out from one or more release stations when installed. If manual pull

cables operate the remote release controls, they should be checked to verify the cables and corner pulleys are in good condition and freely move and do not require

an excessive amount of travel to activate the system;

.2 all cable components should be cleaned and adjusted as necessary, and the cable connectors should be properly tightened. If the remote release controls are operated by pneumatic pressure, the tubing should be checked for leakage, and the proper charge of the remote releasing station pilot gas cylinders should be verified. All controls and warning devices should function normally, and the time delay, if fitted, should prevent the discharge of gas for the required time period; and

.3 after completion of the work, the system should be returned to service. All releasing controls should be verified in the proper position and connected to the correct control valves. All pressure switch interlocks should be reset and returned to service. All stop valves should be in the closed position.

N2 high pressure cylinders shall be subjected to periodical tests at intervals as IMO recommends for CO2 cylinders (see Section 2.2. of this Notice)

 

3.0 Fixed Foam System:

3.1 Maintenance and Inspection:

Foam fire fighting systems, in addition to complying with the applicable maintenance and inspection requirements contained in Sections 1.0 to 1.7 of this Bulletin shall also comply with the revised guidelines contained in MSC.1/Circ.1312, Performance and Testing Criteria, and Surveys of Foam Concentrates for Fixed Fire-Extinguishing Systems, with reference to MSC.1/Circ.1312/Corr.1, for verification of the foam concentrates.

3.2 Periodical Controls of Foam Concentrates Stored on Board:

Certain installation conditions may lead to abnormal ageing of the concentrates. As a result, periodic testing of concentrates is necessary.

3.2.1 The first periodical control of foam concentrates (except for protein-based alcohol resistant foam concentrates) should be performed not more than three (3) years after being supplied to the ship, and after that, every year. These tests should be performed by the ship-owner or operator via laboratories or authorized service suppliers deemed acceptable to the Classification Society

3.2.2 Protein-based alcohol-resistant foam concentrates should be subjected to a chemical stability test prior to delivery to the ship and annually thereafter.

 

4.0 Portable Fire Extinguishers:

4.1 Annual Survey:

The examination of the fire extinguishers is an integral part of the annual statutory surveys for the SOLAS Safety Equipment Certification. The fire extinguishers should be examined and, if necessary, serviced annually. The annual servicing/examination of the portable fire extinguishers can be carried out by the crew, if the crew is properly trained and such servicing is acceptable to the vessel’s classification society, or by an authorized service facility. The classification society surveyor must be satisfied with the condition of the extinguishers.

4.2 Servicing of Fire Extinguishers by the Crew of a Vessel:

A vessel crew may service powder, foam, or water type portable fire extinguishers subject to the following:

.1 The equipment required to test, examine, and service the extinguishers is obtained and maintained in a calibrated and serviceable condition.

.2 The crew is properly trained in the testing and examination, and servicing of fire extinguishers and the extinguisher manufacturer’s servicing instructions are followed.

.3 The testing and inspection is carried out to the satisfaction of the attending classification society surveyor, and if required by the surveyor, in the presence of the surveyor.

4.3 Verification of Fire Extinguishers Contents:

Every two years in conjunction with the issuance of the SOLAS Safety Equipment Certificate the contents of the cylinders must be verified. Weighing of the portable CO2 cylinders in the presence of the classification society surveyor is an acceptable method of verification. Other methods of determining contents of the cylinders, such as isotropic measurement, may also be accepted provided the equipment is properly calibrated, the operator of the device is trained and qualified in its use, and the classification society surveyor is satisfied with the measurements. If an alternative method is use, spot checks of cylinder contents by weighing may be required to verify the accuracy and consistency of the measurement device.

4.4 Spare Charges, Additional Fire Extinguishers, and Refilling of Extinguishers:

.1 For fire extinguishers of the same type, capable of being recharged on board, the spare charges should be provided as follows: -100% for the first 10 extinguishers and 50% for the remaining extinguishers but not more than 60 (fractions to be rounded off to next whole number).

.2 For extinguishers which cannot be recharged by the crew, additional portable fire extinguishers of the same quantity, type, capacity and number as determined in above should be provided in lieu of spare charges.

.3 Instructions for recharging the extinguishers should be carried on board. Periodic refilling of the cylinders should be in accordance with the manufacturer’s recommendations. Lacking same, refill is required when the extinguishing media starts to lose effectiveness. Partially emptied extinguishers should also be recharged. Only refills approved for the fire extinguisher in question may be used for recharging.

4.5 Authorised Servicing Facilities:

The classification society surveyor may also accept a servicing certificate from an authorized servicing facility acceptable to the society for the annual and biennial examination, servicing and verification of the portable fire extinguishers.

4.6 Hydrostatic Testing of Portable Fire Extinguishers:

Portable fire extinguishers shall be hydrostatically tested as follows:

.1 Dry Powder Extinguishers every 10 years;

.2 CO2 Extinguishers every 10 years;

.3 Other Extinguishers every 10 years.

A hydrostatic test may also be required by the classification society surveyor or BMSR Nautical Inspector if visual examination indicates a potential defect in the cylinder.  The hydrostatic test date must be permanently marked on the bottles.

4.7 Hydrostatic Testing Facilities:

Hydrostatic testing must be performed by a servicing facility which has been certified by a government agency or classification society, and by the extinguisher manufacturer to perform this type of work. The facility must be acceptable to the attending classification society surveyor. This same facility should recharge the cylinder after testing to demonstrate serviceability.

 

5.0 Self-Contained Breathing Apparatus (SCBA):

5.1 Weekly Inspections:

SCBA should be inspected weekly to ensure that they do not present leakages.

5.2 Monthly Inspections:

For ships subject to the International Gas Carrier Code and International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, SCBAs, should be inspected at least once a month by a responsible and properly trained ship’s officer and inspected and tested by an expert at least once a year.

5.3 Annual Examination:

All SCBAs shall be examined at least annually as part of the annual statutory survey for the Safety Equipment Certificate (SEC) or MODU Code certificate. If applicable, the breathing apparatus air recharging systems should be checked for air quality as part of the annual statutory survey for the SEC or MODU Code certificate.

For ships subject to the International Gas Carrier Code and International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, SCBAs should be inspected and tested by an authorized service technician at least once a year.

5.4 Hydrostatic Testing of Self-contained Breathing Apparatus Cylinders:

Hydrostatic testing of SCBA cylinders shall be carried out once every five years. The hydrostatic test date must be permanently marked on the bottles. Intervals for hydrostatically testing cylinders of the ultra lightweight type may vary and will depend upon the requirements of the cylinder manufacturer and the vessel’s classification society. Servicing of the cylinders must be performed to the satisfaction of the classification society surveyor.

5.5 Spare Charges and Recharging of Breathing Apparatus Air Cylinders:

.1 Two spare charges suitable for use with the breathing apparatus should be provided for each required apparatus.

.2 If passenger ships carrying not more than 36 passengers and cargo ships are equipped with suitably located means for fully recharging the air cylinders free from contamination, only one spare charge is required for each required apparatus.

3. Passenger ships carrying more than 36 passengers constructed on or after 1 July 2010 shall be fitted with a suitably located means for fully recharging breathing air cylinders, free from contamination. The means for recharging shall be either:

1. breather air compressors supplied from the main and emergency switchboard, or independently driven, with a minimum capacity of 60 l/min per required breathing apparatus, not to exceed 420 l/min; or

2. self-contained high-pressure storage systems of suitable pressure to recharge the breathing apparatus used on board, with a capacity of at  least 1,200/per required breathing apparatus, not to exceed 50,000 l of free air.

5.6 Onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried on board to replace those used. In addition to the fully charged spare cylinders required by the regulations for each breathing apparatus, where no means for recharging such cylinders is provided onboard, sufficient spare cylinders must be provided for training purposes. Factors to be considered by the ship-owner when deciding upon the number of training cylinders to be provided include the requirements in the Safety Management System for the number of drills on board where SCBA cylinders may be used, and the nature of the vessels trading pattern with respect to shore based charging facilities. Cylinders intended for training purposes should be prominently marked to indicate their intended use.

 

6.0 Emergency Escape Breathing Devices (EEBDs):

6.1 Maintenance and Care:

.1 The EEBD should be examined and maintained in accordance with the manufacturer’s instructions.

.2 The ship’s periodic safety appliance and equipment inspection and testing procedures should be modified to incorporate the inspection of EEBDs.

.3 Maintenance requirements, manufacturer’s trademark and serial number, shelf life with accompanying manufacture date and name of approving authority should be printed on each EEBD.

.4 EEBDs, which have exceeded their service life as indicated by the manufacturer, should be discarded. Any unusable or damaged EEBDs should be promptly disposed of in accordance with manufacturer’s instructions.

.5 Unless specifically required by the manufacturer BMSR does not require periodic hydrostatic testing for EEBD cylinders. Where required by the manufacturer hydrostatic testing should be carried out in accordance with the manufacturer instructions and at intervals specified by the manufacturer.

6.2 Spare EEBDs:

.1 Ships with ten or less EEBDs on board shall carry at least one spare device. Ships with 11 to 20 EEBDs on board shall carry at least two spare devices. Ships with more than 20 EEBDs on board shall carry spares equal to at least 10% of the total EEBDs but no more than 4 spares will be required.

 

To all Yacht owners, managers, operators

Manning Scales for Commercial Yachts over 24m Load Line Length and under 3000 GRT

COMMERCIAL YACHTS UNDER 500 GRT

 

Any change to the minimum numbers and/or minimum qualifications shown above must be submitted to Barbados Ships’ Registry for consideration and approval.

A deck officer with an AEC or MEOL qualification will be accepted for the engineering post requiring that qualification providing he is not the Master and minimum safe manning numbers are maintained.

For Yachts under 500 GRT of 3000kW, the requirements for engineers will be as shown above provided there is a simple engine room layout and engine configuration.  Where engine power is over 3000 kW and engine room layout and engine configuration are complicated, these requirements may be re-assessed by BMSR.

Manning Scales for Commercial Yachts over 24m Load Line Length and under 3000 GRT

 

COMMERCIAL YACHTS OVER 500 GRT

Any change to the minimum numbers and/or minimum qualifications shown above must be submitted to Barbados Ships’ Registry for consideration and approval.

All officers holding recognised STCW certificates of competency may apply to Barbados Ships’ Registry for issue of a Barbados Endorsement.

MLC On-Board Complaints Procedure

Application: all vessels over 500GT engaged on international voyages and for commercially operated yachts over 200GT engaged in international voyages

Summary

MLC 2006 covers two areas that deal with complaints;

1. The requirement for an on board complaints procedures for seafarers to use.

2. The requirements for a port state to receive a complaint from a seafarer.

Any ship to which MLC applies must have on-board procedures for the fair and effective handling of seafarer complaints alleging breaches of the requirements of MLC. This is not just breaches of the inspection items in Appendix A5-I and A5-III, but breaches of the whole Convention, including seafarer’s rights in Article III and IV.

If any seafarer on a Barbados flagged vessel to which MLC applies considers that he/she has a grievance that he/she believes is a breach of the requirements of MLC then the seafarer should have access to an on-board procedure described either in their SEA or in the company procedures, that allows the individual to take the grievance to either the Head of Department or to the Master.

The on-board complaint procedures shall include the right of the seafarer to be accompanied or represented during the complaints procedure, as well as safeguards against the possibility of victimisation of seafarers for filing complaints. “Victimisation” includes any adverse action taken by any person with respect to a seafarer for lodging a complaint which is not manifestly vexatious or made maliciously.

All seafarers shall be provided with a copy of the on-board complaints procedure applicable on the ship and this shall include contact information of the Barbados Maritime Ships’ Registry (BMSR).

Barbados Maritime Ships’ Registry
c/o Barbados High Commission
1 Great Russell Street
London WC1B 3ND

Email: registry@barbadosmaritime.com
Telephone: +44 20 7636 5739

If the on board complaint procedure is not effective the seafarer may take the matter to BMSR. However, the seafarer has the right to bring the matter directly to BMSR at any time.

All such complaints will be treated by BMSR in confidence and will be given serious consideration. If it is appropriate, a BMSR approved surveyor will visit the vessel to investigate the complaint. It is however essential that the person making any complaint is identified to BMSR. BMSR will not reveal the source of its information when investigating but will not deal with any anonymous complaints.

Content for an On Board Complaints Procedure

As a minimum the on board complaints procedure should include the following advice;

• Complaints should be resolved quickly and effectively, at the lowest level possible.
• Seafarers must not be victimised in any way for filing a complaint and action shall be taken against any person who has been found to victimise a complainant.
• Complaints should be addressed to the head of the seafarers’ department or to their superior officer.
• Complaints regarding health and safety matters should also be reported to the safety officer.
• The head of department or superior officer should attempt to resolve the matter within a prescribed time limit.
• If the complaint cannot be resolved by either the head of department or the superior officer to the satisfaction of the seafarer then the seafarer may refer the matter to the master who should personally handle the complaint.
• Seafarers should have the right at all times to be accompanied and to be represented by another seafarer of their choice on board the ship.
• All complaints and the decisions on them should be recorded and a copy provided to the seafarer.
• If a complaint cannot be resolved on board, the matter should be referred ashore to the ship-owner who should be given an appropriate time limit for resolving the matter. If necessary consultation should be undertaken with the seafarer(s) concerned or an appointed representative.
• In all cases seafarers should have the right to lodge complaints directly with the master and/or the shipowner.

Large Commercial Yacht Standards ‘LY2’ Code

Guidance for Yacht Owners and Managers 

As mentioned in our Information Bulletin No.209, BMSR is moving towards compliance with the Large Yacht Code ‘LY2, ’ which was drawn up by the Maritime Coastguard Agency (MCA) and applies to Large Commercial yachts over 24m. in load line length and less than 3000gt.

It is planned to achieve full compliance for new yachts by the end of  2013,  by which time the appropriate legislation should have been approved by the Barbados Government.

In setting this standard for large commercial yachts, we are aware that the move towards LY2 implies quite a lot of changes for new vessels particularly. However, the LY2 Code is practical in that it allows for equivalent standards, exemptions and allowances for existing vessels by the flag state as may be seen by the following extracts from the Code.

3.2.1 Equivalent standards

Proposals for the application of alternative standards considered to be at least equivalent to the requirements of the Code should be submitted to the Administration for approval. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the overall safety standard.

3.2.2 Exemptions

Exemptions should be granted only by the Administration. Applications for exemption should be made to the Administration and be supported by justification for the exemption .The granting of exemptions will be limited by the extent to which international conventions allow and should be regarded as exceptional.

3.2.3.2 Existing vessels

When an existing vessel does not meet the Code safety standard for a particular feature and it can be demonstrated that compliance is neither reasonable nor practicable, proposals for alternative arrangements should be submitted to the Administration for approval. In considering individual cases, the Administration should take into account the vessel’s service history and any other factors which are judged to be relevant to the safety standard which can be achieved.

We are also aware that MCA has produced an update to the LY2 Code which is known as the LY3 Code. MCA planned to introduce this simultaneously with MLC on 20th August 2013 (the MLC Convention and LY3 Code are supposed to be complementary).  However, there have been difficulties with LY3 implementation which are not expected to be resolved soon. It is our view that LY2 will remain the more practical standard for large commercial yachts under the Barbados flag until at least October 2015.

Owners of any planned new-buildings, however, should apply the LY3 Code to those new-buildings as will be done by any classification society that may oversee the building. The main differences between the LY2 and LY3 Codes involve new-buildings.

Privately Operated Yachts
A privately operated yacht, operated without any commercial charter hire whatsoever, will not need to comply with any Barbados legislation with respect to the LY2 Code, manning or operations. The BMSR policy however is to strongly recommend that private yachts comply with the Large Yacht Code.

The reason for this recommendation is essentially to provide greater safety, by virtue of the construction, equipment, operation and manning requirements of the Large Yacht Code.

Inspection of Life Boat Launching Equipment

As a result of continuing injuries and fatalities in connection with the launching of lifeboats the following guidance has been prepared to provide ships crews with an overview of what must be included in any maintenance or inspection program to be applied to any weight transferring equipment.

While much attention has been given to the problems surrounding the use of on-load release hooks, it is dangerous to downgrade the importance of the other component parts which can have equally serious consequences on their failure.

This guidance can be applied to derricks, cranes jib or gantry, elevators, life boat launching arrangements (gravity falls and free fall boat retrieval rigs). For the purpose of this Bulletin references made are having regard to lifeboat gravity falls.

This guidance is written as an overview for preventative inspections and does not replace the equipment specific maintenance and inspection instructions issued by the equipment manufacturer.

This Bulletin should be read in conjunction with MSC.1/Circ.1206

General Approach

Identifying the load bearing components

Structural elements (all non-moving components)

Structural element will either be in tension or compression and where adequately painted will not suffer loss of strength due to corrosion. However elements which connect to base plates and foundations may be prone to corrosion around their weld connections (bracketing)

Loss of element strength will result from mechanical damage including misalignments, deformations, and cracking. (These damages may not only be the result of overloading but may occur through normal use where operating errors or equipment failures have previously occurred.

When we consider the equipment’s foundations the condition of the under deck reinforcing shall also be assessed, especially on older ships where the foundation plate is located over a ballast tank.

Running Gear components (items are those which may suffer wear vibration, fatigue and mechanical damage)

• Winch drive
• Winch clutch
• Winch brake
• Wires including splices, clamps and drum fixing
• Pulleys
• Shackles
• Swivels
• Hooks

Inspecting the Lifting/Launching Equipment

Each piece of equipment is to be considered carefully so that the component parts may be evaluated with regard to risk of failure and consequences of that failure. Any component assessed that its failure would result in the load  (in this case the lifeboat) being no longer supported has to be considered as a priority.  Following this assessment an inspection program can then be developed taking each component in turn.

For the purpose of a complete assessment those elements only used in maintenance, boat retrieval or part of boarding procedure such as hanging off pennants, restraining devices, lashings and gripes shall be included in the assessment of the equipment.

Structural Elements

• Corrosion damage, general wasting and/or crack propagation
• Corrosion protection, adequate painting
• Check for fairness in components to detect any deflections
• Inspect hollow tubes, pillars or jibs for indents
• Connections
• Corrosion at welds propagating cracks
• Corrosion in way of bolt holes causing over sizing
• Bolts & Pins loose (failed locking arrangement) loose vibration possible necking of bolt or pin.
• Locking arrangement for nuts on threaded connections.

Running Gear

• Wires within allowed life time (including end for ending)
• Wires no evidence of strand breakages
• Wires corrosion protection, greased
• Pulleys lubricated, pins locked
• Slides lubricated
• Shackles pins locked
• Swivels free
• Pins and bolts where fitted (pulleys and swivels) are correctly locked in place.

Winch

• motor connection to drum, solid drive or clutch
• Drum brake

Control Devices

• winch speed
• winch direction
• winch brake operation
• limit switches

Operation of the Equipment

When operating the equipment for actual or simulated launching the manufacturer’s instructions must be followed exactly. Where any deviation in the approved procedure is to be used the consequences of this deviation must be considered carefully.

Example

Standard gravity life boat falls where pneumatic motors are taken from lockers and fitted by hand to the winch drive. The motor is held in place by twisting and engaging it with dogs.

Over the years these dogs become worn and in some cases bent.

This resulted in it becoming standard practice that a member of the crew would  thread a long bar through a eye bolt on the motor and force the motor to remain engaged with the dogs while running.

Result one day the motor jumped spun out of the dogs and seriously injured the crewman holding the bar.

 

The operation of any launching equipment must be under the strict supervision of a person experienced in the equipment’s operation.

General Information regarding the new LRIT service

Long Range Identification Tracking (LRIT) is a method by which Flag States may know where their ships are located anywhere in the world and any other Flag State’s vessels transiting their waters. The standard accuracy is that of a ship position 6 hours old;  in cases of special concern the frequency can be increased to instant ship positions. These changes should they be required are made from the Barbados Data Centre; no adjustments have to be made onboard with the ships equipment.

Conformance Test Report (CTR)

The equipment to be used for these transmissions of LRIT information is tested by a BMSR Approved Application Service Provider (ASP). On successful completion of the tests the vessel is left with a LRIT Conformance Test Report (CTR) confirming that the vessel’s equipment is standing by ready for activation from the BMSR Data Centre. The ship’s copy of the CTR must be kept safely with the ship’s papers.

LRIT Compliance Test Certificate

Once the CRT is produced to the BMSR a LRIT Compliance Certificate will be issued to the ship for keeping with the CRT.  Neither  the CRT or Compliance Certificates have an expiry date therefore they do not have to be periodically renewed.

New LRIT equipment tests will be required if:-

• The ships equipment fails requiring the replacement of equipment.
• A ship changes Flag and the new Flag State does not recognise the ASP of the previous Flag State.

It is important that the ship board equipment is not switched off or tampered with in any way as this may affect the transmission of position reports and in turn cause problems with Port or Coastal State authorities.

If your vessel is laid up or in dry dock for any period over 3 weeks you must notify BMSR so that the Data Centre can be made aware of the reason for the static plots of the vessel.