Notes On LSA AND FFA

***LSA AND FFA***
S M TOMIZ UDDIN :1055 MFA 25TH, A1MC20180601-A (24) ALAM015268

Q. DESCRIBE THE MAINTENANCE OF LSA ONBOARD
All LSA should be in working order and ready for immediate use at all times. All maintenance should be
carried out as per SOLAS CH-III, Reg- 20and 36, for L/B MSC Cir-1093.
● Weekly test and inspection
1. All survival craft, rescue boat and launching appliances shall be visually inspected to ensure that they are
ready for use.
2. The condition of the hooks and their attachment to the lifeboat
3. Life boats engines should be run for at least 03 minutes.
4. Life boats (except free-fall) shall be moved from their stowed position without any person onboard
5. General emergency alarm and lights.
● Monthly test and inspection
1. Life boats (except free-fall) shall be turned out from their stowed position without any person onboard.
2. Check the life boat equipments
3. Check the markings on the life boat/raft
4. Check the limit switch
5. Inspect all LSA equipments by using C/L to ensure that, they are complete and in good order.
● Quarterly test and inspection
1. Lower the L/B and manoeuvre in the water
2. Try out the sprinkler system
3. Change lifeboat water
● 06 monthly test and inspection
1. Free fall life boat lower in the water either by free fall or by any other means, then manoeuvre in the
water.
● 01/02 yearly test and inspection
1. Arrange annual servicing or inspection for relevant LSA.
● 05 yearly test and inspection
1. Life boat falls renewed not more than 05 years.
Q. LSA NAME AND ARRANGEMENTS
1. Survival crafts
2. L/Jackets
3.L/Buoys
4. Immersion suits
5. TPA
6. Locating Aids
7. LTA
8. General Alarm system
9. PA system
1. SURVIVAL CRAFTS
Life boat and life raft carriage requirements
As per SOLAS CH-III and guide line given in LSA code
For vessel of 500 T or 85 M or greater-
● 01 L/B on each side (100% capacity) totally enclosed
Or
● 01 L/B lunched over the stern (100% capacity) free-fall type totally enclosed
And
● 01 L/R on each side (100% capacity) with one of them davit launched, HRU connected.
And
● If vessel more than 100 mtr. Then 01 (06-person capacity) L/R with only manual launching arrangement
stowed fwd from other survival craft.
Rescue boat carriage requirements
Cargo ship shall carry at least one rescue boat. A life boat may be accepted as a rescue boat provided that it
also complies with the requirement for a rescue boat.
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***Chemical tankers and Gas carriers, carrying cargoes emitting toxic vapour or gases, shall be provided with
totally enclosed life boat which provide air to keep the inner atmosphere safe, breathable and runs engine
for ten minutes. During the period the pressure inside shall never fall below atmospheric pressure outside,
and not exceed atmospheric pressure by more than 20 mbar. There shall be indicators fitted to display
pressure visually.
***Oil tanker Chemical tankers and Gas carriers carrying cargoes having flash point not exceeding 60 0 shall
be provided with totally enclosed life boat (s) which provide air to keep the inner atmosphere safe,
breathable and runs engine for 10 minutes. Also life boat shall protect the person inside from a continuous
oil fire that envelops the lifeboat for a period of not less than 8 minutes. The sprinkler system fitted should-
-draw water from the sea
-not sucking oil
-be capable of being flushed with fresh water.
***Survival craft required to provide for abandonment by the total number of persons onboard shall be
capable of being launched with their full complements of persons and equipment within a period of 10
minutes from the time the abandon ship signal is given
***Life boat and rescue boat shall be capable of being launched and towed when the parent vessel is
steaming ahead at 05 kts in calm sea.
***All survival craft required to have a launching device shall be provided with a gravity davit. The turning
out operation of a single arm davit for life rafts does not require gravity operation
Construction and requirements of life boat
1. Speed: 06 kts, all life boat
02 Kts, If towing
2. Fuel capacity: sufficient for 24 hrs at 06 kts.
3. Positive pressure: for minimum 10 mins, as fitted with self-contained compressor
4. Free fall life boats: drop tested 1-3 times; they are certified to drop from the vessel
5. Engines run weekly for 03 minutes (ahead and stern)
6. Inspection: visually weekly basis and equipment once in a month.
7. External life boat lights: visibility range 02 miles, illumination minimum 120 hrs. If flashing type: 50flashes
per minute and should be maintained for 12 hrs.
8. Wire falls: Renewed every 05 years, unless stainless steel
9. Launching criteria: capable in 200 list and 100 trim.
10. Load test: every 05 years
11. Release gear: to be overhauled every 05 years
12. Launching instructions of lifeboat must be displayed in the close proximity and be clearly legible.
13. Life boat capacity not to be more than 150 persons
14. If life boat cannot be launched from onboard, the same means (ladder) must be provided for person to
board who is lowering L/B
15. Length: 576 cm max. Breadth: 236 cm max. and height: 310 cm max. capacity 26 person
16. Construction materials to be resistant from-
a. air temperature in the range of -300C to +650C
b. corrosion, seawater, oil, fungus and sunlight
17. Being capable of launched and towed when the ship is making headway at a speed of 05 kts in calm
water.
18. Every life boat shall have a boarding ladder, the lowest step shall not be less than 0.4 m below the light
water line
19. Every life boat shall be provided with at least one drain v/v fitted near the lowest point in the hull
20. Every L/B shall have fitted inside a lamp or source of light to provide illumination for not less than 12 hrs.
21. Marking on L/B:
a. Dimensions
b. Capacity
c. Maker’s serial no.
d. Name or Trade mark of manufacturers inside
e. Date of manufacture
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f. Name and POR of the vessel marked on each bow and stern of craft
g. Call sign on the athwart (for seeing from top)
22. Dynamic test: L/B full capacity + 25% extra weight and then lower with jerk several times at presence of
class surveyors, carried out in every 5 years duration
23. Lifeboat equipment:
i) except for free-fall lifeboats, sufficient buoyant oars to make headway in calm seas.
ii) two boat-hooks;
iii) a buoyant bailer and two buckets;
iv) a survival manual
v) an operational compass which is luminous or provided with suitable means of illumination. In a totally
enclosed lifeboat, the compass shall be permanently fitted at the steering position; in any other lifeboat, it
shall be provided with a binnacle if necessary, to protect it from the weather, and suitable mounting
arrangements;
vi) a sea-anchor of adequate size fitted with a shock-resistant hawser which provides a firm hand grip when
wet. The strength of the sea-anchor, hawser and tripping line if fitted shall be adequate for all sea
conditions;
vii) two efficient painters of a length equal to not less than twice the distance from the stowage position of
the lifeboat to the waterline in the lightest seagoing condition or 15 m, whichever is the greater. On lifeboats
to be launched by free-fall launching, both painters shall be stowed near the bow ready for use. On other
lifeboats, one painter attached to the release device required to come together with release mechanism
shall be placed at the forward end of the lifeboat and the other shall be firmly secured at or near the bow of
the lifeboat ready for use;
viii) two hatchets, one at each end of the lifeboat;
ix) watertight receptacles containing a total of 3 litres of fresh water for each person the lifeboat is
permitted to accommodate, of which either 1 litre per person may be replaced by a desalting apparatus
capable of producing an equal amount of fresh water in 2 days, or 2 litres per person may be replaced by a
manually powered reverse osmosis desalinator capable of producing an equal amount of fresh water in 2
days;
x) a rustproof dipper with lanyard;
xi) a rustproof graduated drinking vessel;
xii) a food ration totalling not less than 10,000 kJ for each person the lifeboat is permitted to accommodate;
these rations shall be kept in airtight packaging and bestowed in a watertight container;
xiii) four rocket parachute flares;
xiv) six hand flares;
xv) two buoyant smoke signals;
xvi) one waterproof electric torch suitable for Morse signalling together with one spare set of batteries and
one spare bulb in a waterproof container;
xvii) one daylight signalling mirror with instructions for its use for signalling to ships and aircraft;
xviii) one copy of the life-saving signals prescribed by regulation V/16 on a waterproof card or in a
waterproof container;
xix) one whistle or equivalent sound signal;
xx) a first-aid outfit in a waterproof case capable of being closed tightly after use;
xxi) anti-seasickness medicine sufficient for at least 48 h and one seasickness bag for each person;
xxii) a jack-knife to be kept attached to the boat by a lanyard;
xxiii) three tin openers;
xxiv) two buoyant rescue quoits, attached to not less than 30 m of buoyant line;
xxv) if the lifeboat is not automatically self-bailing, a manual pump suitable for effective bailing;
xxvi) one set of fishing tackle;
xxvii) sufficient tools for minor adjustments to the engine and its accessories;
xxviii) portable fire-extinguishing equipment of an approved type suitable for extinguishing oil fires
[A.602(15)].
xix) a searchlight with a horizontal and vertical sector of at least 6° and a measured luminous intensity of
2500 cd which can work continuously for not less than 3 h;
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xxx) an efficient radar reflector, unless a survival craft radar transponder is stowed in the lifeboat;
xxxi) thermal protective aids complying with the requirements of section 2.5 sufficient for 10% of the
number of persons the lifeboat is permitted to accommodate or two, whichever is the greater;
xxxii) in the case of ships engaged on voyages of such a nature and duration that, in the opinion of the
Administration a food ration and fishing tackle are unnecessary, the Administration may allow these items to
be dispensed with.
Construction and requirements of life raft
1.The liferaft of any type of ship needs to follow the regulations mentioned in SOLAS. Some of the important
points regarding liferafts are:
●The lift raft should be capable of withstanding exposure for 30 days afloat in all sea conditions
●When dropped into the water from a height of 18 metres, the life raft and all equipment in it will operate
satisfactorily
●The floating life raft should be capable of withstanding repeated jumps on it from a height of at least 4.5
metres above its floor both with and without the canopy erected
●Can be towed at 3 knots with its full equipment, compliment of persons and one anchor streaming
●Canopy to provide insulation and protection against heat and cold by two layers of material separated by
an air gap
●Interior to be of a non-discomforting colour
●It shall admit sufficient air for the occupants at all times, even when the entrance is closed
●It shall be provided with at least one viewing port
●It shall be provided with a means of collecting rainwater
●It shall be provided with a means to mount a survival craft radar transponder (SART) at a height of at least 1
meter above the sea level
●It shall have sufficient headroom for the sitting occupants under all parts of the canopy
●Minimum carrying capacity must be at least 6 persons
●Maximum weight of its container, as well as the equipment, should not exceed 185 kilos
●The life raft shall be fitted with an efficient painter of length equal to minimum 10 metres plus the distance
from the stowed position to the waterline in the lightest seagoing condition or 15 metres, whichever is
greater
●A manually controlled lamp shall be fitted on the top of the canopy and the light shall be white and it must
operate for at least 12 hours with a luminous intensity of not less than 4.3 candela
●If the flashlight is fitted, it shall flash at a rate of not less than 50 flashes and not more than 70 flashes per
minute for the 12 hours that it burns
●A manually controlled lamp shall be fitted inside the life raft capable of continuous operation for a period
of at least 12 hours
●When the liferaft is loaded with a full complement of persons and equipment, it should be capable of
withstanding a lateral impact against the ship side at an impact velocity of not less than 3.5m/s and also drop
into the water from a height of not less than 3 metres without damage
●Inflation is done by CO2 with a small quantity of N2 which acts as an anti-freezing element. Also, CO2 is
non-flammable and also weighs more than air hence adds buoyancy to the raft. The freezing point of CO2 is -
78 degrees so it can inflate life raft at really low temperatures
●Location on a ship:
– Forward
– At embarkation stations on both port and starboard sides
●The painter breaking strength should be:
– 15kN for 25 people and more
– 10 kN for 9 to 24 people
– 7.5 kN Rest (6-9)
1. Safety Features on a Liferaft
Some of the main safety features on a liferaft are:
●Pressure relief valve
●Stabilizing pocket
●Insulated canopy with two layers for protection against heat and cold
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***LSA AND FFA***
3. Important Liferaft Equipment
All liferafts on ships are fitted with the following equipment:
●Rescue quoits with minimum 30-metre lines
●Non-folding knife with a buoyant handle. If the life raft holds more than 13 persons, then a second knife
●For 12 persons or less, 1 bailer. For more than 13 persons, 2 bailers should be kept
●2 sponges
●2 buoyant paddles
●3 tin openers
●2 sea anchors
●1 pair of scissors
●1 first aid waterproof kit
●1 whistle
●1 waterproof torch for communicating morse code with 1 spare set of batteries and bulb
●1 signaling mirror/heliograph
●1 radar reflector
●1 life-saving signals waterproof card
●1 fishing tackle
●Food ration totaling not less than 10000 kJ for each person
●Water ration- 1.5 litres of fresh water for each person
●One rust proof graduated drinking vessel
●Anti-seasickness medicine sufficient for at least 48 hours and one seasickness bag for each person
●Instructions on how to survive (Survival booklet)
●Instructions on immediate action
●TPA sufficient for 10% of the number of persons or two, whichever is greater
●Marking shall be SOLAS ‘A’ Pack
●6 Hand Flares
●4 Rocket Parachute Flares
●2 Buoyant Smoke Signals
4. Marking on L/R (container):
a. Serial no
b. Capacity of the raft
c. DOT approved
d. The symbol “do not roll” sign
e. Manufacturer name or Trade mark
f. Type of emergency pack enclosed (SOLAS pack A or B)
g. Date of last serviced
h. Length of painter line
i. Maximum height of stowage
j. Launching instruction in diagram and text format
k. For davit launched L/R, arrangement for davit hook to be fitted.
12. Pyrotechnics:
a. Hand flares 06
b. Rocket parachute flares 04
c. Smoke signal 02
5. Servicing of Liferafts
All Liferafts shall be serviced:
●at intervals not exceeding 12 months (if impracticable, the administration may extend this period to 17
months)
●at proper service stations with proper servicing facilities and trained professionals
Davit-launched liferaft automatic release hooks should be maintained in accordance with instructions for
onboard maintenance
Requirements for rescue boat
a. Be not less than 308 m and not more than 8.5 m in length
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b. Be capable of carrying 05 seated and 01 person laying on the stretcher
c. Able to launch within 05 minutes
d. Able to manoeuvre at least 06 kts and maintain that speed for at least 04 hrs
e. Able to retrieve person from water
f. Able to tow the largest liferaft with full capacity at least 02 kts
g. Effective means of bailing or self – bailing.
h. The normal equipment of every rescue boat shall consist of:
1.Sufficient buoyant oars or paddles to make headway in calm seas. Thole pins, crutches or equivalent
arrangements shall be provided for each oar. Thole pins or crutches shall be attached to the boat by lanyards
or chains;
2.Boat hook =1;
3.Bucket =1;
4.Knife or hatchet =1;
5.Buoyant bailer= 1;
6.Binnacle containing an efficient compass =1, which is luminous or provided with suitable means of
illumination;
7.Sea-anchor and tripping line= 1, if fitted, with a hawser of adequate strength not less than 10 m in length;
8.Painter of sufficient length and strength= 1, attached to the release device and placed at the forward end of
the rescue boat;
9.Buoyant line= 1, not less than 50 m in length, of sufficient strength to tow a liferaft;
10.Waterproof electric torch= 1, suitable for morse signalling, together with one spare set of batteries and
one spare bulb in a waterproof container;
11.Whistle or equivalent sound signal= 1;
12.A first-aid outfit =1, in a waterproof case capable of being closed tightly after use;
13.Buoyant rescue quoits = 2, attached to not less than 30 m of buoyant line;
14.Searchlight= 1 with a horizontal and vertical sector of at least 60 and a measured luminous intensity of
2,500 cd which can work continuously for not less than 3 h;
15.Efficient radar reflector = 1;
16.Thermal protective aids sufficient for 10% of the number of persons the rescue boat is permitted to
accommodate or two, whichever is the greater; and
17.Portable fire-extinguisher= 1 suitable for extinguishing oil fires.
02. LIFE JACKETS
Requirements
1. One for every person onboard + 25% extra
2. Fitted with retro-reflective tape + life jackets light (visibility 01 mile, burning 08 hrs. illumination 0.75
candela)
3. For children 10% of the no. of passengers on board (certified to carry) but not more than 16
4. A sufficient number of life jackets shall be carried for persons on watch and for use at remotely located
survival craft station (06 at fwd station + 03 on Bridge + 03 engine control room)
Construction
Life jackets to be so constructed to be capable of:
1. Correctly donning within 01 min.
2. Capable of wearing inside out
3. Can jump from a height of 4.5 mtrs. In to water
4. Turn the body of an unconscious person in 05 seconds
5. Lift the mouth 1280mm clear of the water
6. Fitted with whistle
7. Buoyancy not reduced by more than 5% after 24 hrs immersion in fresh water.
8. Jacket must not sustain burning or melting when exposed to fire for a period of 02 seconds
9. Life jackets life span limited to 10years.
10. Markings:
a. Name or Trade mark of manufacturer
b. Name and call sign of the Vessel
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3. LIFE BUOYS:
Requirements
Ship length Min. no. of buoy
1 L< 100 m 08
2 100 < L < 150 10
3 150 < L < 200 12
4 L = 200 or more 14
Construction
1. Outer diameter not more than 800 mm
2. Inner diameter not less than 400 mm
3. Constructed of buoyant material
4. Mass not less than 2.5 kg (1 fitted with MOB not less than 4 kg)
5. Support 14.5 kg of iron for 24 hrs in fresh water
6. Withstand a drop into water from a stowage position to water line in lightship condition or 30 m
whichever is greater
7. Fitted with grab line not less than 9.5 mm in diameter. Grab line secured at 04 equidistant points, length
not less than 4 times the outer diameter.
8. Painted international orange / highly visible colour
9. Readily available on both sides of vessel. At least 01 at stern.
10. No permanent securing
11. At least one buoy on each side fitted with buoyant lifeline (2 x stow height or 30 m whichever is greater).
These buoys with life line shall not be fitted with lights.
12. Not less than half (1/2) will have self-activating lights of which not less than 02 (on each side in bridge
wing) will have a smoke signal (S.I light 02 hrs, smoke 15 mins) and fitted with quick release unit.
13. Markings:
a. Marked in Roman format.
b. Manufacturer name or trade mark
c. Name and POR of ship
14. Lights: Must have an intensity of not less than 02 candela. If flashing then must flash at a rate of 50
flashes per minute and be provided with a source of energy which will give this performance for a period of
at least 02 hrs.
4. IMMERSION SUITS
Requirements and construction
1. 01 immersion suit shall be provided for each person the ship is certified to carry. The immersion suits are
not required if the ship is provided with totally enclosed life boat (s) or she is habitually trading in warmer
climate.
2. Each life boat shall be provided with at least 03 immersion suits or 01 for each if necessary.
3. Rescue boat shall be provided with 06 immersion suits
4. Unpacked + donned within 02 minutes
5. Permit the wearer to climb up and down a vertical ladder at least 5 meter in length and jump from a
height of 4.5 meters in to water.
6. Cover the whole body with exception of face
7. Core temperature does not fall more than 20C after a period of 06 hrs in water of temp. 00C and 20 C
8. Turn the wearer face up in 5 seconds
9. Operate in sea water temperature range –10C to +300C
10. Hypothermia protection up to 06 hrs.
11. Flame resistance up to 02 seconds
12. Markings:
a. Manufacturer name
b. date of manufacture
c. Size, Serial No.
d. Instructions that warm clothing should be worn if the suit is not insulated.
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5. THERMAL PROTECTIVE AIDS
Requirements and construction
1. 01 TPA to be provided for every person not provided with an immersion suit. TPAs may not be provided if
ship is provided with fully enclosed life boat (s) or if she is habitually trading in warmer climate.
2. Each life boat, life raft and rescue boat shall be provided with 02 TPA or 10% of the number of persons
that craft is certified to carry whichever is greater.
3. Designed to cover the whole body of a person except the face whilst wearing a life jacket.
4. functions properly in the temperature range of -300C to +200C and its purpose is to reduce the loss of heat
from the wearer.
5. If it impairs swimming it can be removed in not more than two minutes in the water.
6. LOCATION AIDS (PYROTECHNICS)
Requirements and constructions
1. Printed instruction or diagrams on the body of the pyrotechnics
2. Mark date of manufacture and date of expiry
3. Lifeboat and life rafts contains 06 Hand Flares, 04 Rocket Parachute Flares and 02 Buoyant Smoke Signal.
4. On the bridge, ship must carry at least 12 rocket parachute flares.
5. 02 MOB signals in the bridge wings
6. Each survival craft to be provided with radar reflectors
7. Each ship shall carry 01 EPIRB; capable of float free and can be placed in survival craft manually.
8. 03 VHF hand held Radio set for two-way communications
9. Ships of 500 GT or more 02 SART placed on the bridge capable of being transferred to survival crafts. Ship
less than 500 GT only 01 SART.
10. Details of pyrotechnics: validity 03 years and-
Type Colour Intensity Durati Remarks
on
Rocket Parachute flare Red 30,000 CD 40 sec. Reaches up to a height of 300 m
Hand Flare Red 15,000 CD 01 Burns after being submerged for 10sec. in 100
min. mm of water
Buoyant Smoke Signal Orange 03 Burns after being submerged for 10sec. in 100
mins. mm of water
11. Disposal of expired pyrotechnics:
a. Return them to the supplier directly or through agent
b. When L/Rs are sent ashore for servicing, request the servicing agent for the disposal of expired items
c. Contact the local coastguard / police
7. LINE THROWING APPARATUS
Requirements and constructions
1. 04 sets of LTAs (normally kept in bridge)
2. Include not less than four projectiles each capable of carrying the line (04mm) at least 203 m in calm
weather
3. Include not less than 04 lines each having a breaking strength of not less than 02 KN.
4. 04 projectiles maintain service ability for 04 yrs.
Q. EQUPMENTS TO CARRY DURING ABANDON SHIP TO SURVIVAL CRAFTS?
1. SART
2. EPIRB
3. GMDSS hand held VHF radio with sealed and additional batteries for each set
4. Extra food and water
5. Ship’s documents
6. Pyrotechnics from bridge
7. Extra blanket
8. Binoculars
Q. WHAT IS THE DIFFERENCE BETWEEN SOLAS PACK “A” AND PACK “B”?
All inflatable L/R have an emergency pack which according to SOLAS requirement. There are two types –
SOALS “A” AND “B”.
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SOLAS pack “A” is the level of equipment for passenger vessels on long international voyages and for all
vessels to which SOLAS applies on international or domestic voyages
SOLAS pack “B” is used for vessels engaged on short international or domestic voyages.
Q. WHAT IS SHORT VOYAGES AND LONG VOYAGES?
Long voyages:
An international voyage that is not a short int. voyage
Short voyage: An int. voyage in the course of which a ship is not more than 200 miles from a port. Neither
the distance between the last port of call in the country in which the voyages begins and the final port of
destination nor the return voyage shall exceed 600 miles. (return to the port is short voyage)
Q. WHY 06 MENS l/r NOT FITTED WITH HEU?
This is because the HRU may release the L/R after becoming submerged in heavy bow seas.
Q. DESCRIBE FREE-FALL LIFE BOAT LAUNCHING ARRANGEMENTS
Free fall launching requirements
● At least once in every 03 months during an abandon ship drill the crew shall board the lifeboat, properly
secure themselves in their seats and commence the launching procedure up to but not including the actual
release of the L/B (i.e. the release hook shall not be released). The L/B shall then either be free fall launched
with only the required operating crew onboard or lowered in to the water by means of the secondary means
of launching without the operating crew onboard, and then operating crew boarded and manoeuvre the ship
in water.
● At intervals of not less than six months the L/B shall either be launched by free fall with only the operating
crew o/b or simulated launching shall be carried out.
Maintenance
Falls used in launching shall be inspected periodically with special regard for areas passing through sheaves
and renewed when necessary due to deterioration of the falls or at intervals of not more than 05 yrs.
Launching procedure of free-fall L/B
Before Launching
● Before the drill I will carry out a risk assessment, identify hazards, take appropriate measures to eliminate
or control them and record the same.
● Head count, PPE check, fully brief all crew, including those who are assigned duties other than L/B crew or
are going to be observers on the design features and the proper operation of all devices and controls.
● Confirm L/B launching/ recovery procedure are fully understood by all crew, and contingency plans also.
● Obtain permission from harbour authority, PFSO as appropriate
● Release securing devices
● Disconnect battery charger
● Secure ventilation, watertight hatch
● Check off all the crew on the muster list while they board the craft in the assigned order
Once crew are in the L/B
● Secure watertight door
● Ensure all crew members are seated with body and head restraints securely fastened. Confirm this verbally
to coxswain during final head count.
● Switch electrical system to battery power
● Remove safety pin for break lever
● Manual crank handle is to be removed
● Test engine ahead and astern movements, propeller movement, check fuel.
If lowered with no one inside (using davit)
● Lower the L/B approximately 01 mtr. Above the water level with no crew inside and take decision to
launch
● Use safe means to board the L/B;
- In port hired boat
Or,
- Embarkation ladder
● Maintain communication between coxswain and person in charge of the operation onboard.
● Start engine
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● Remove fall prevention device from release hook
● Resume lowering once waterborne, release off load system.
If lowered with minimum crew (using davit)
● Lower the L/B up to embarkation deck, again heave up the boat, manually check the operation of limit
switch
● Hoist the L/B until the limit switch cuts hoisting slop.
● Engage manual crank handle and fix the boat to its stowed position.
● Confirm the crew boarded in the L/B are seated and their seat belts are fastened
● Start engine, check fuel
● Maintain good communication between coxswain and person incharge of the L/B.
● Pull down the winch remote control wire
● Pull down the remote control wire gently and slowly during swinging out of the L/B
● Only pull down the remote control wire fully to lower the boat after swing out is complete.
● Remove fall prevention device (FPD) from release hook
● Resume lowering once waterborne, release off load system
Recovery of free fall L/B
● L/B should be recovered empty
● L/B should be recovered only by using strap, shackles and hooks that are especially supplied for these
purposes.
● Line should be attached for controlling the stern of the life boat during recovery
● Reset the hook prior to recovering the boat as per manufacturer’s guidelines.
● Once life boat is recovered secure the boat as per manufacturer’s guidelines
● If possible, L/B drenching system should be flushed with fresh water
● Designated safety/ maintenance chain, pin or hook should be attached, so that boat can be made ready for
use without risk of inadvertent launching.
Simulated launching sequence of free fall L/B
● At first, I will check equipment and documentation to ensure all components of L/B and launching
Appliances are in good operational condition. Report to master and proceed with master permission.
● Ensure that the restraining device (s) provided by the manufacturer for simulated launching are installed
and secured, and that the free fall release mechanism is fully and correctly engaged.
● Establish and maintain good communication between the assigned operating crew and the responsible
person.
● Disengage lashings, grips etc. installed to secure the L/B for sea or for maintenance except those required
for simulated free fall.
● Participating crew board L/B and fasten their seatbelts under the supervision of the responsible person
● All crew except the assigned operating crew disembark the L/B. The assigned operating crew fully prepare
the lifeboat for free fall launch and secure themselves in their seats for release operation.
● The assigned crew activated the release mechanism when instructed by the responsible person. Ensure
that the release mechanism operate satisfactorily and the L/B travels down the ramp to the distance
specified in the manufacturer’s instructions.
● Recover the L/B to its stowed position using the means provided by the manufacturer and ensure that the
free fall release mechanism is fully and correctly engaged.
● The assigned operating crew disembark the L/B
● Ensure the L/B is returned to its normal stowed condition. Remove any restraining and /or recovery
devices used only for the simulated launching procedure.
Q. DESCRIBE DAVIT LAUNCHED LIFERAFT LAUNCHIG PROCEDURE
1. Ensure adequate illumination (if required)
2. Remove guard rails, obstruction.
3. Inform master
4. Raise raft from deck by davit, hold bowsing lines at each end of raft, hold painter and short red fire line
5. Slew the davit arm to over side, make fast bowsing lines and painter
6. Check over-side obstruction
7. Inflate by pulling sharply the red firing line
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8. Once inflated make sure raft is well secured to deck by bowsing lines
9. Ensure all personnel are correctly wearing their life jackets
10. Board the raft makes sure it doesn’t lift since supported by one wire
11. Once boarding is complete, release bowsing lines and painter and check all clear around and below the
raft, then lower
12. Once in water release raft and allow to drift clear of immediate danger before steaming sea anchor.
*Instructions for launching is to be posted in close proximity to the launching station. Emergency lighting,
means of access, drill od above in every 04 months by special liferaft (if any) or only describe, never do same
practically, only for real abandon ship situation L/R to be released
Q. DESCRIBE INFLATABLE L/R LIFERAFT LAUNCHIG PROCEDURE
1. Look over side clear for launching the L/R
2. Report to master
3. Ensure painter is secured to a strong point
4. Remove any side railings, obstructions, chains etc.
5. Remove any securing arrangements from the raft
6. If safe to launch then throw the raft to over side
7. Pull the red line to full length to inflate the raft.
8. Once the raft is inflated (should normally take 1 to 3 mins. depending on climate condition) then board as
soon as possible by means of ore or ladder provided
* Never jump directly into a raft from any height.
* Boarding, launching instructions to be posted on container itself or near launching station.
Q. WHAT IS SEA ANCHOR?
As per SOLAS:
1. Conical in shape
2. Porous material and slightly shift
3. Stable when towed at 6 kts
4. Mouth shall open immediately upon deployment
5. Length of painter attached to sea anchor – 30 m.
6. Uses:
i. Reduces drift of the craft
ii. Narrows the search area
iii. Improves the stability of the craft in rough weather
iv. Makes comfortable motion. Therefore, reduces the risk of capsizing.
Q. DESCRIBE SART
A SART or Search and Rescue Transponder, is an extremely vital equipment on the ship as it performs the job
of a signal-man. It is a vital machine during distress for it helps in locating the position of the vessel in case it
goes off-track. SARTs are made of waterproof components which protects it against damage by water. SARTs
are essentially battery-operated, hence can be operative for a long time. SARTs are of use in ships, lifeboats
and life rafts. They are the most supportive machines in case of an unprecedented emergency. SARTs are
designed to remain afloat on water for a long time in case the vessel finds itself submerged in water.
The bright colour of SARTs enables their quick detection, whereas the combination of transmitter and
receiver enables it to transmit as well as receive radio signals. SART machines have been instrumental in
rescuing several crafts and ships by reacting to the search signal sent from an X-band radar, typically of 9
GHz. These signals are known as homing signals. The response is usually displayed on radar screens as a
sequence of dots on a X band-radar, which helps rescuers reach the vessels in time.
A SART is basically an electronic device that automatically reacts to the emission or interrogation by radar.
This enhances the visibility of the party in need of assistance on the radar display (PPI). They operate on the
9 GHz band and only transmit, when they are switched on, when interrogated by a radar.
General features, location and functioning of the SART
• SART is made of fibre reinforced plastic which can withstand and bear the prolonged exposure to
sunlight and extreme weather conditions
• It is capable of floating free of the survival craft
• International orange in colour
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• SART is mounted on a mounting bracket which is fixed to a bulkhead on ship, on the bridge
• It operates on the 9GHz frequency band (9.2 to 9.5 GHz) and generates a series of clips on the radar it
is interrogated by (3 cm/X Band radar).
• They can either be portable or fixed permanently into the survival craft
• The SART is activated manually and hence responds only when interrogated
• When activated in a distress situation, the SART responds to radar interrogation by transmitting a
signal which generates 12 blips on the radar and turns into concentric circles as the range between
the two reduces
• On the PPI, the distance between the blips will be 0.6 miles
• This signal is very easy to spot than a signal echo from say, a radar reflector
• The SART also has an audio or visual indication of its correct operation and informs survivors when
interrogated by the radar
• An audible beep is heard every 12 seconds when there are no radars in sight and every 2 seconds
when interrogated by radar
• SART’s with a height of meter should respond when interrogated by SAR vehicle’s radar with a
scanner height of meters at a distance of about nautical miles. To a distance of NM when interrogated
by a X-Band Radar fitted to an Aircraft. Operating at a height of 3000 feet. An audible alarm or small
light is incorporated into the device to draw the attention of persons in distress that a rescue ship or
aircraft is within close range. Then survivor should switch on portable VHF CH-16, use smoke signal at
day and flares at night. After connecting with radar SART will continuously work for 8 hours
• SART’s detection range when lying flat on floor- 1.8 NM, standing upright on floor- 2.5 NM and
floating in the water- 2.0 NM.
Carriage Requirement
• Passenger ship- at least 02
• Cargo ship 500 GT and above- at least 02
• Cargo ship 300 GT and above- at least 01
• 1 on each survival craft
Battery Requirement
• In standby condition, operational for 96 hours
• In working condition, operational for 08 hours
• Battery should be replaced every 2 to 5 years
• Operable in temperature between -200 to 550
Test Procedure
Self-Test (General)
• Switch SART to test mode
• Hold SART in view of the radar antenna
• Check that visual indicator light operates
• Check that audible beeper operates
• Observe radar display and see if there are concentric circles on the PPI
• Check the battery expiry date
Self-Test (Typical)
• Remove SART from the bracket
• Insert probe into the SART at 2 seconds interval; the lamp flashes and the beeper sounds
• Observe concentric circles on the X band radar
In case of a false activation, switch the SART off immediately. Transmit a DSC safety alert on VHF Channel 70.
Transmit a safety broadcast by RT on VHF Channel 16 to all stations indicating your ID and position and that
you wish to cancel your false alert which was transmitted in error.
AIS-SART
The AIS-SART is a self-contained radio device used to locate a survival craft or distressed vessel by sending
updated position reports using a standard Automatic Identification System class-A position report. The
position and time synchronization of the AIS-SART are derived from a built in GNSS receiver (e.g. GPS). Global
Maritime Distress Safety System (GMDSS) installations include one or more search and rescue locating
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devices. These devices may be either an AIS-SART (AIS Search and Rescue Transmitter) or a radar-
SART (Search and Rescue Transponder).
SARTs find themselves useful in rescue operations involving airplanes or ships stranded by air and sea
accidents. They are designed to survive the toughest conditions and stay active on elevated positions like on
a pole so that they could cover a diverse range. Talking of heights, a SART transponder on an airplane could
have a range of 30 to 40 miles. This helps to scrutinize a huge range and huge area.
Looking at the facts, one can determine that SARTs are a marvel of human engineering, making them
significant equipments on the ship venturing out in deep oceans.
Q. DESCRIBE EPIRB
Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search and rescue services (SAR) in
case of an emergency out at sea. It is tracking equipment that transmits a signal on a specified band to locate
a lifeboat, life raft, ship or people in distress.
AN EPIRB is a SECONDARY means of DISTRESS alerting which is to say that it comes later in the hierarchy of
alerting SAR authorities in case of distress. It is mandatory to carry one EPIRB on every ship and two EPIRBS
for all Registered ships (and other types of vessels).
Types of EPIRB
1.COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system work on the 406.025 MHz and 121.5 MHz
band and are applicable for all sea areas
2.INMARSAT E– 1.6 GHz band is the one which this EPIRB works on. These are applicable for sea areas A1, A2
and A3
3.VHF CH 70– This works on the 156.525 MHz band and are applicable for sea area A1 only. On receiving the
signal from a VHF EPIRB, the DSC receiver will indicate EPIRB EMISSION. All VHF DSC EPIRB’s have a built-in
SART to give a position bearing to the vessels in the area. Receiving vessel should then set watch on VHF CH-
16 and switch on their X-Band radar.
EPIRB working principle
The device contains two radio transmitters, a 5-watt one, and a 0.25-watt one, each operating at 406 MHz,
the standard international frequency typically signaling distress, 406MHz. The 5-watt radio transmitter is
synchronized with a GOES weather satellite going around the earth in a geosynchronous orbit.
An EPIRB transmits signals to the satellite. The signal consists of an encrypted identification number (all in
digital code) which holds information such as the ship’s identification, date of the event, the position.
A UIN is a Unique Identifier Number that is programmed into each beacon at the factory. The UIN number
consists of 15-digit series of letters and numbers that make up the unique identity of the beacon. The UIN is
on a white label on the exterior of the beacon. The UIN is also referred to as the Hex ID.
The Local User Terminal (satellite receiving units or ground stations) calculates the position of the casualty
using Doppler Shift (is the change in frequency or wavelength of a wave (or other periodic events) for
an observer moving relative to its source).
The LUT passes on the message to the MRCC (Mission Rescue Co-Ordination Centre). Furthermore, the
MRCC is responsible for the SAR ops and oversees the execution of the rescue mission.
In case the EPIRB is not compatible with a GPS receiver, the geosynchronous satellite orbiting the earth can
pick only the radio signals emitted by the radio. The location of the transmitter or the identity of the owner
cannot be deduced in this case.
These satellites can only pick up trace elements of such signals and they can only give a rough idea of the
location of the EPIRB. A signal of 406MHz is treated as an emergency signal as per international standards.
The signal could help you in locating the transmitter even if it is 3 miles away. The vessel or the individual in
distress could be identified if the EPIRB is registered. If an emitter transmits signals of 121.5 MHz, the
rescuer or concerned party can reach the lost person even if they are at a distance of 15 miles. The accuracy
of reaching the target could be magnified if an EPIRB also contains a GPS receiver.
The EPIRB shall:
1. Be installed in an easily accessible position.
2. Be ready for manual release capable of being carried by one person into a survival craft
3. Be capable of floating free (if the vessel sinks) and automatically activated when released.
4. Be capable of manual activation.
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Battery
• 12 Volt battery
• 48 hours of transmitting capacity
• Normally replaced every 2 to 5 years
*EPIRB
Intensity of light (EPIRB flash intensity) .75 Candela (unit of luminous intensity)
Radius – 14 Km
121.5 MHz – Aero distress frequency
After 50 seconds – EPIRB makes its first Distress transmission
Requirement: 02 EPIRB on each side
Or 01 EPIRB and 02 SART ON EACH SIDE
Testing EPIRB
The EPIRB should be tested once a month to ensure operational integrity. The procedure to do so is as
follows:
1. Press and release the test button on the EPIRB
2. The red lamp on the EPIRB should flash once
3. Within 30 seconds of pressing the button, the strobe, as well as the red light, should flash several
times
4. After 60 seconds of operation, the EPIRB will switch off
Maintenance of EPIRB
1. The EPIRB must be inspected visually for any defects such as cracks
2. It is advisable to clean the EPIRB once in a while with a dry cloth
3. While cleaning, the switches must be specifically checked
4. The lanyard of the EPIRB must be neatly packed into the container of the EPIRB without any loose
ends dangling about
5. The expiry date of the battery must be checked to cover the immediate as well as the next voyage at
the least
6. Send the EPIRB back to the service agent or the supplier if the EPIRB fails the monthly checks
7. Change the battery onboard if the facilities are available or send it to the servicing agent if there isn’t
8. If the EPIRB has been used in an emergency, it must be returned to an authorised service agent for a
battery change.
9. In the event that the HRU has crossed its expiry date, the HRU ought to be replaced on board
and HRU must be marked with an expiry date 2 years into the future.
Q. EMERGENCY LIGHTING OF L/B AND L/R?
Emergency lighting should be from a separate emergency power source.
Use to illuminate:
1. Master point
2. Embarkation Station
3. Routes to survival craft
4. Survival craft areas and over side of the vessel
Q. WHAT ARE THE FUNCTION OF RESCUE BOAT?
A rescue boat should be capable of recovery of person (s) from the water. It must also be capable of
marshalling survival craft.
Q. WHAT IS THE BREAKING STRENGTH OF THE WEAK LINK FITTED WITH HRU?
2.2 ± .04 kN
Q. HOW OFTEN IS THE L/R AND HRU SERVICED? CAN THIS PERIOD BE EXTENDED?
The raft and HRU are both serviced at 12 months intervals, exception is disposable HRU = 2 yrs. Period and
replaced
This service period can be extended by 5 months for both.
Q. WHAT TYPES OF DISTRESS SIGNAL COULD YOU MAKE FROM A SURVIVAL CRAFT?
1. Use of pyrotechnics-
● Rocket parachute flare throwing red star
● Smoke signal giving volume of orange coloured smoke
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● Red hand flares
2. Raising and lowering of arm
3. Burning bucket of oily rags
4. Whistle- continuous soundings
5. Square flag having above or below it a ball
6. Activation of EPIRB
7. SART operation
8. SOS transmitted by using of flashing torch
9. Spoken word “Mayday, Mayday, Mayday” by means of GMDSS two-way VHF
Q. WHEN FIRING A SELF-CONTAINED ROCKET LINE (LTA) IN AN AREA OF STRONG CROSS WIND WOULD YOU
AIM THE ROCKET – A) UPWARD B) DOWNWARD C) DIRECTLY TO TARGET?
The answer is B) downward- because the wind acts on the stretched line not on small rocket. This cause the
lone to bow outward and allow the rocket to turn in towards the target area.
Q. WHAT IS THE CONSTRUCTION OF THE WIRE FALLS LOWERING THE SHIP’S L/B?
L/B falls are constructed of extra flexible steel wire rope (EFSWR) of 6 x 36 WPS.
Alternatives, include stainless steel manufactured falls or a “WIREX” lay which has a multi-pal construction
which has an anti-rotational property.
Q. WHAT IS THE PURPOSE OF “TRICING PENDANTS” FITTED TO L/B?
It is used to bring the L/B alongside the ship during launching, when the parent vessel has an adverse list.
Q. WHAT METHODS ARE EMPLOYED TO ALLOW A FREE FALL L/B TO BECOME WATER BORNE?
Three methods
The boat can be launched in the –
1. free fall manner
2. using derick or davit recovery system
3. Alternatively allowed to float free.
Q. WHAT TREATMENT WOULD YOU PROVIDE TO A HYPOTHERMIC VICTIM INSIDE A L/R?
I will remove any wet clothing from the victim’s body and replace by dry clothing if available. If not wrung
out water and ware it again. Damp clothing is better than no clothing at all.
Q. WHAT IS THE CONSTRUCTION OF FIREMAN’S SAFETY LINE?
The safety line is the combination of wire and nylon hemp rope, complete with safety snap hook. It is
constructed of a woven flax line constructed about a steel core. The purpose of this construction is that the
steel core would not be burned through, even if the flex caught alight. It’s length – available in 30, 40, and 50
m.
Q. WHAT IS MUSTER LIST? MUSTER LIST COMTENTS?
Every ship must have a muster list which must be in an approved format as per MGN 71. It must be exhibited
in conspicuous places throughout the ship including the Bridge, engine room and crew accommodation. It
must specify certain information. As per MGN 71-
1. Name of ship, IMO no.
2. The general emergency Alarm signal
3. Action to be taken by the crew and passenger when emergency alarm signal sounds
4. How the abandon ship alarm will be given
5. Other emergency signals and the action to be taken by the crew on hearing them
6. On class I, II, II (A) and III ships the location of passenger master stations.
7. Duties assigned to crew members including:
-Closing of watertight doors, fire doors, valves, scuppers, side scuttles, portholes and other similar openings
-Equipping of survival craft and other LSA
-Preparation and launching of survival craft
-General preparation of other LSA
-Muster of passengers (if any)
-Use of communication equipment
-Manning of fire parties
-Any special duties assigned in connection with fire fighting equipment and installations (e.g. BA set)
8. Emergency duties assigned to crew members in connection with passengers including:
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-Warning the passengers
-Seeing that passengers are suitable clad and have donned their lifejackets correctly
-Assembling the passengers at muster stations
-Ensuring that blankets are taken to the survival craft
9. The officer (s)assigned to the maintenance of LSA and FFA
10. Substitutes for key persons when they are disabled (e.g. master, chief officer, and chief engineer)
11. Name rank and responsibilities of crew members in respective emergency
12. Boat station no. 1/ no. 2
13. Alternative muster points
Q. WHAT IS EMERGENCY BOAT MUSTER SIGNAL?
● Emergency signal: 7 or more short blast followed by continuous ringing / sounding of ship bells/ whistle
● General alarm: 7 short blast followed by 1 long blast
● Fire alarm: Continuous sounding of ship horn / bell
● Man over board alarm: 03 long blast
● Abandon ship alarm: Verbal abandon ship order by master, then the general alarm (master or his
substitute may give the verbal order)
**** Emergency drills of the crew shall take place within 24 hrs of the ship leaving a port, if more than 25%
of them have not participated in abandon ship and fire drills onboard that particular ship in the previous
month.
**** Where more than 25% crew has been changed at any time, a security drill should be carried out within
one week of the crew change.
Q. SOLAS TRAINING MANUAL?
SOLAS CH-III requires that all ships should be provided with a SOLAS Training Manual detailing all training on
the safety aspects of the ship. The scope of this plan is to provide guidance on use of all the LSA onboard.
This manual is always subject to PSC inspection
Copy to be kept in bridge, crew messroom and crew recreation room to be read and signed by all crew.
Contents:
1. SOLAS requirements
2. Personal life saving equipment
3. Muster list
4. L/B and R/B
5. Survival equipment
6. Exposer hazards
7. Use of survival craft
8. Method of retrieval
9. Emergency repair of LSA
10. Safety equipment inventory.
FFA
Q. WHAT ARE THE ONBOARD MAINTENANCE OF FFA?
Weekly inspections
● General alarm system and CO2 alarm
● Emergency fire pump, emergency generator
● Breathing apparatus cylinders for leakage
Monthly inspections
● Fire hoses, nozzles, hydrants, extinguishers and all fire pumps
● All fireman’s outfit
● Fixed firefighting system stop valves and installation
● Sprinkler system pressure tank level and automatic pumps
Quarterly inspections
● International shore connections
● Fire hose, nozzles and boxes
● All fire doors and dampers
● CO2 bottle connection for cable operating system tightness
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Annually inspections
● All portable fire extinguishers, nozzles, hoses, hydrants, fire pumps
● All fire doors and dampers
● Test fire detection system for proper operation
● All components of fixed firefighting systems
● Blow through air in the piping of extinguishing system
● Sprinkler system connection and anti-freezing systems for proper solution
Five yearly
● Test for SCBA cylinders
● Inspect control valves for fixed firefighting system internally.
Q. DESCRIBE FIRE CONTROL PLAN CONTENTS?
1. Location of control stations
2. Remote controls
3. Firefighting equipments
4. Detection systems
5. Fire zones
6. Ventilation systems
7. Access to spaces
A spare set of the plan is to be kept in a water tight container on the deck house.
Q. NAME ALL FIRE APPLIANCES? DESCRIBE ACCORDINGLY.
1. Fire main
2. Fire hydrant
3. Fire hose
4. Fire nozzle
5. Emergency fire pumps
6. Main fire pump
7. Fixed firefighting installation (any of the following: (CO2, Foam, Water sprinkler).
8. Portable fire extinguisher
9. ISC
10. Fire wallet
11. Ventilation arrangements
12. Water tight doors, fire doors
13. Fire man’s outfit
14. Emergency fire alarms
15. Fire blankets
16. Portable foam applicator
17. Fire axe
Additional for tankers
1. Fixed firefighting equipments/ systems for the cargo pump room
2. Deck foam and sprinkler system
3. Inert gas system.
FIRE PUMP
Carriage requirements
● Cargo ship and Tankers: 1000 GT and above, at least 02 fire pumps and one other fire pump
● Each fire pump capable of delivering at least 02vrequired jets of water
● If 3 of all inside the machinery space, then one emergency fire pump out side machinery space.
Capacity of fire pumps
● Total required capacity not more than 180 m3/ hr
● Each Fire pump (other than emergency fire pump) shall have a capacity not less than 80% of total required
capacity divided by minimum no. of required fire pumps but in any case, not less than 25 m 3/ hr.
● Each pump capable of delivering at least 02 required jets of water
● G/S (general service), Ball, Bilge pumps can be accepted as fire pumps, provided that-
1. Not normally used for pumping oil
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2. If used occasionally have suitable change over arrangements.
Emergency fire pump capacity
● Capacity not less than 40% of total required capacity of the fire pumps but in any case, not less than
25 m3/hr.
● Capable of delivering 02 jets of water with minimum pressure (at a 3rd hydrant) not less than 2.1 bar.
● Diesel power source of pump started in cold condition 0f 00C by hand or by power at least 6 times within a
period of 30 minutes and at least twice within 1st 10 minutes
● Tank to have sufficient fuel for at least 03 hrs. and reserve fuel outside main machinery space to allow the
pump to run for additional 15 hrs.
● No direct access between engine room and emergency fire pump
● Isolation valve in tankers to be fitted on the fire on poop deck and tank deck at intervals not more than 40
mts. To ensure pressure integrity of fire main system
● Diameter of fire main: sufficient for maximum discharge from 02 pumps operating simultaneously except
for cargo ships the diameter need to be sufficient for a discharge of 140 m3/ hr.
FIRE HOSEES
1. One hose for every 30 m length (not less than 05)
2. Total hoses length at least 60% of LOA
3. One spare hose
4. Additionally, for E/R one per hydrant
5. Hoses length of at least 10 mtrs but not more than:
- 15 m in E/R
- 20 m in open deck and other spaces
- 25 m for open decks (breadth of ship > 30 m)
FIRE NOZZLES
● All nozzles of dual-purpose type i.e. spray and jet in corroborating a shut off
● Standard nozzle size= 12 mm/ 16 mm/ 19 mm
● For accommodations and service spaces a nozzle size greater than 12 mm need not be used
● Machinery spaces more than 19 mm need not be used.
FIRE HYDRANTS
1. Number and position such that at least two jets of water not from the same hydrant can reach any part of
ship.
2. One shall be from a single length of a hose
3. Engine room hydrant- one on each side and one in tunnel
4. For tankers- at end of accommodation and every 40mtrs.
PORTABLE FIRE EXTINGUISHER
1. Ship’s GT 1000 and above at least 05 portable extinguishers
2. Spare charges for 100% of first 10 and 50% for the remaining
3. If cannot charge, then at least one additional extinguisher of same type.
4. All of approved type and capacity not more than 13.5 ltrs. And not less than 9 ltrs.
5. Portable foam applicator consists of air foam nozzle of an indicator type capable of being connected to the
fire main by a fire hose and portable tank of 20 ltrs. Rate of foam 1.5m3/ min.
6. One of the portable fire extinguishers intended for use in any space to be stowed outside the entrance
7. Colour Code:
● Water: Red
● Foam: Cream
● DCP: Blue
● CO2: Black
● Halon: Green
● Fire Blanket: Red
8. Additionally, in tankers > 2000 GT- mobile foam appliance in Pumproom
FIRE MAN’S OUT FIT
Requirements
● At least 02
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● In tankers additionally 02 fire man’s out fits should be provided
Fire man’s outfits (items)
1. Fire protective clothing, outer surface water proof
2. Boots and gloves of rubber or nonconductive to electricity
3. Rigid Helmet
4. Electric safety lamp (min. 03 hrs)
5. An axe (approved with cover)
6. Breathing apparatus
7. SCBA at least 1200 ltrs. Capacity, function for 30 mins. (40 ltrs /min)
8. Fire proof line attached to safety harness
9. At least 02 Two-way Radio telephone apparatus. (new SOLAS Reg. II-2/10.10.4, ship constructed after 1st
July 2014 and before for before shall comply not later than first safety equipment survey 1 st July 2018)
SCBA monthly check
1. By pass central fully closed
2. Open cylinder valves, check cylinder is fully charged
3. Check for leaks
4. With mask on face, close cylinder valve and hold breath, observe pressure
5. Check alarm
6. Check rubber parts, O-ring and mask
7. Clean mask with weak solution of teepot and dried out.
SCBA preparations/check before use
1. Don the apparatus than adjust the harness for comfortable fit
2. Open cylinder valve, put on mask and adjust to fit
3. Inhale 2-3 mins to ensure that the air is flowing freely from the demand valve and that the exhalation
valve is functioning correctly.
4. Hold breath and make certain that the demand valve is shutting off on exhalation or that leakage if any is
slight
5. Close cylinder valve and inhale until the air in the apparatus is exhausted. Listen for low level audible
alarm and watch the pressure gauge return to zero. The mask should crush on to the face indicating air tight
fit
6. Re-open cylinder valves
Q. HOW MUCH AIR TIME IS CONTAINED IN THE SCBA BOTTLES, ASSUMING THAT THE WEARER IS WORKING
AT A STEADY RATE?
Normal working conditions for a person wearing BA set, would expect to provide approximately 25 minutes
of air, after this low air alarm whistle should sound.
In order to conserve air and make it last longer the wearer should sit down and rest. Heavy work demand
more oxygen and the air in the bottle would consumed faster.
Q. FIRE PROTECTION REQUIREMENTS FOR PAINT LOCKER?
1. Paint locker shall be protected by (fixed)-
● A CO2 system designated to give at least 40% of gross volume
● Dry Powder system at least 0.5 kg/m2
● Water spray or Sprinkler system of 5.1 m2/ min
2. Shall be provided with fire extinguishing system enabling the crew to extinguish a fire without entering the
space
3. Water spraying system shall be connected to the ships main system
Q. WHAT ARE THE MINIMUM CO2 REQUIREMENTS FOR CARGO HOLD AND MACHINERY SPACES?
1. For cargo spaces the quantity of CO2 available shall be sufficient to give a minimum volume of free gas
equal to 30% of the gross volume of the largest cargo space
2. For machinery spaces the quantity of CO2 carried shall be sufficient to give minimum volume of free gas
not less than 40% of the gross volume of the largest machinery space
3. For the machinery space the fixed piping system shall be such that 85% of the gas can be discharged in to
the space within 02 minutes
4. For the purpose of the above of free CO2 shall be calculated at 0.56 m3/ kg
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5. Two separate control shall be provided for releasing-
a. 01 control shall be used to discharge the gas from its storage container
b. The other to open the valve of the piping which conveys the gas to the protected spaces
Q. WHAT ARE THE FIXED FIRE INSTALLATION FOUND ONBOARD A VESSEL?
1. Fixed gas fire extinguishing system
2. Fixed High-expansion Foam fire extinguishing system
3. Fixed high-pressure water spraying and water mist fire extinguishing system
Q. FIRE PROTECTION REQUIREMENT FOR BOILER ROOM AND ENGINE ROOM?
Boiler Room
1. A fixed extinguishing system
2. At least one portable foam applicator
3. At least one large foam extinguisher of at least 135 ltrs.
4. In each firing spaces, at least 2 portable foam extinguishers and 0.1 m 3 of sand with scoop.
Engine Room
1. A fixed fire extinguishing system
2. At least one portable foam applicator
3. A foam extinguisher of at least 45 ltrs.
4. Sufficient number of portable foam extinguishers so that at least one in every 10 mtrs. Walking distance
but not less than 02.
Q. PRINCIPLE OF FOAM GENERATOR?
The foam concentration is mixed with sea water and air at the foam monitor causes this foam solution to
generate foam.
Expansion ratio:
1:2 and 1:20 – low expansion foam
1:20 and 1:200 – medium expansion foam
1:200 and above – High expansion foam
Q. FIXED DECK FOAM SYSTEM?
(For Tankers- low expansion)
1. Capable of delivering foam to ensure cargo tank area as well as COT
2. Control station outside and away from cargo area and readily accessible, simple and rapid operation
3. Rate of foam not less than 0.6 ltrs / m2/min.
4. Sufficient foam concentration to produce foam for at least 20 mins.
5. Foam supplied through foam monitor and applicators 1250 ltrs/ min.
6. Capacity of any applicator at least 3 ltrs/m2 /min.
7. Capacity of any applicator not less than 400 ltrs/ min. and throw not less than 15 mtrs.
8. For vessel fitted with IG there need to have sufficient foam concentration for running foam 20 minutes at
maximum flow rate.
Q. SAMPLE ANALYSIS OF FOAM CONCENTRATION?
1. PH should not less than 6 not more than 9.5 at 200c.
2. SOLAS require the foam sample to be tested after 03 yrs. From the date it was placed onboard and there
after every year.
3. Sediments less than 0.25%
Q. LIFE LINE SIGNALS
● 02 Pulls – More line (advance)
● 03 pulls (from fire fighter) – Get me out
● 03 pulls (from operator) – Come out now
● 01 pull – Stop, if travelling; Ok, if in rest
● Continuous pulls – Distress, need help
Q. FIXED FIRE SYSTEM?
1. CO2 – for E/R and cargo hold
2. Halon – for E/R and cargo hold
3. Water sprinkler – Ferries and paint locker
20 | P a g e
***LSA AND FFA***
Q. TYPES OF FIRE?
CLASSES OF FIRES (ISO STANDARD AS PER FSS CODE):
Class A: Fires involving solid materials, usually of an organic nature. Extinguishing agent: Water, Foam, Dry
Powder
Class B: Fires involving liquids or liquefiable solids. Extinguishing agent: Dry Powder, DCP
Class C: fires involving gases. Extinguishing agent: Dry Powder
Class D: Fires involving metals. Extinguishing agent: Dry Powder, DCP
Class E: Electric fire. Extinguishing agent: CO2
Class F: Fires involving cooking oils. Extinguishing agent: Wet Chemical
Q. DEMOSTRATE DIFFERENT FIRE EXTINGUISHING AGENT?
Type Purpose Colour Duration Throw Advantages Disadvantages
Water Class A Red 01 min 6 mtrs. Excellent cooling effect Electrical conductivity
Foam Class B Cream 01 min 4 mtrs. Smothers fire, reduce May damage cargo
possibility of re-ignition
AFFF Class A, B 01 min 01 min 4 mtrs. Used for flame able liquids, Breaks down easily
5 times more effective than
foam
CO2 Class B, C, 30 sec. 30 sec. 2 mtrs Can be used on electrical Can cause freeze
Electrical fires, does not damage burns, Dense vapour
equipment may hinder visibility.
Very noisy when
operated, can be toxic
DCP Class A, B,
C, D, E
Q. DESCRIBE ISC?
International shore connection is the common link between the vessel and shore for pressuring fire main
line. One to be kept on each side of the ship.
1. Outside diameter- 178 mm

2. Inside diameter – 64 mm
3. Bolt circle diameter – 132 mm
4. Slots in flange – 04 holes, 19 mm in diameter
5. Flange thickness – minimum 14.5 mm
6. Bolts and Nuts – no. each 16 mm in diameter
7. Washer – 8 no.
21 | P a g e
***LSA AND FFA***
Q. WHAT IS AN INERT GAS OR IG SYSTEM ON SHIPS? Q. ALARMS IN THE IG SYSTEM?
Inert gas system is the most important integrated system for oil tankers for safe operation of the ship.
(tanker ship)
Inert gas is the gas which contains insufficient oxygen (normally less than 8 %) to suppress combustion of
flammable hydrocarbon gases.
Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture which increases the lower
explosion limit LEL (lower concentration at which the vapors can be ignited), simultaneously decreasing the
Higher explosion limit HEL (Higher concentration at which vapor explodes). When the concentration reaches
around 10 %, an atmosphere is created inside tank in which hydrocarbon vapors cannot burn. The
concentration of inert gas is kept around 5% as a safety limit.
Components and description of IG system:
The following components are used in a typical inert gas system in oil tankers:
1. Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler or main engine as contains
flue gases in it.
2. Inert gas isolating valve: It serve as the supply valve from uptake to the rest of the system isolating both
the systems when not in use.
3. Scrubbing tower: Flue gas enters the scrub tower from bottom and passes through a series of water spray
and baffle plates to cool, clean and moist the gases. The SO2 level decreases up to 90% and gas becomes
clear of soot.
4. Demister: Normally made of polypropylene, it is used to absorb moisture and water from the treated flue
gas.
5. Gas Blower: Normally two types of fan blowers are used, a steam driven turbine blower for I.G operation
and an electrically driven blower for topping up purpose.
6. I.G pressure regulating valve: The pressure within the tanks varies with the property of oil and
atmospheric condition. To control this variation and to avoid overheating of blower fan, a pressure regulator
valve is attached after blower discharge which re-circulates the excess gas back to scrubbing tower.
7. Deck seal: Purpose of the deck seal is to stop the gases to return back which are coming from the blower
to cargo tanks. Normally wet type deck seals are used. A demister is fitted to absorb the moisture carried
away by the gases.
8. Mechanical non return valve: It is an additional non return mechanical device in line with deck seal.
9. Deck isolating valve: The engine room system can be isolated fully with the deck system with the help of
this valve.
10. Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or under pressurization of
cargo tanks. The PV breaker vent is fitted with flame trap to avoid fire to ignite when loading or discharging
operation is going on when in port.
11. Cargo tank isolating valves: A vessel has numbers of cargo holds and each hold is provided with an
isolating valve. The valve controls the flow of inert gas to hold and is operated only by a responsible officer in
the vessel.
12. Mast riser: Mast riser is used to maintain a positive pressure of inert gas at the time of loading of cargo
and during the loading time it is kept open to avoid pressurization of cargo tank.
13. Safety and alarm system: The Inert gas plant is provided with various safety features to safeguard the
tank and its own machinery.
Following are various alarms (with shutdown) incorporated in the inert gas plant on board ship:
1.High Level in scrubber leads to alarm and shutdown of blower and scrubber tower
2.Low pressure sea water supply (approx. 0.7 bar) to scrubber tower leads to alarm and shutdown of blower
3.Low pressure sea water supply (approx. 1.5 bar) to deck seal leads to alarm and shutdown of blower
4.High inert gas temperature (approx. 700 C) leads to alarm and shutdown of blower
5.Low pressure in line after blower (approx. 250mm wg) leads to alarm and shutdown of blower
[wg= water gauge]
6.Oxygen content high (8%) leads to alarm and shutdown of gas delivery to deck
7.Low level in deck seal leads to alarm and shutdown of gas delivery to deck
8.Power failure leads to alarm and shutdown of blower and scrubber tower
9.Emergency stop leads to alarm and shutdown of blower and scrubber tower
22 | P a g e
***LSA AND FFA***
Following are various alarms incorporated in the inert gas plant:
1.Scrubber low level
2.Deck seal High level
3.Low O2 Content (1%)
4.High O2 Content (5%)
5.Low lube oil pressure alarm
Working of inert gas plant
The basis of inert gas production in the IG plant is the flue gas generated from the ship’s boiler. The high
temperature gas mixture from the boiler uptake is treated in an inert gas plant which cleans, cools and
supplies the inert gas to the individual tanks via PV valves and breakers to ensure safety of tank structure and
atmosphere.
The system can be divided into two basic groups:
a) A production plant to produce inert gas and deliver it under pressure, by means of blower(s), to the cargo
tanks.
b) A distribution system to control the passage of inert gas into the appropriate cargo tanks at the required
time.
Brief working procedure:
1.Boiler uptake gases are drawn to the scrubber unit via flue gas isolating valve(s) to the scrubber unit.
2.In the scrubber unit the gas is cooled, cleaned and dried before being supplied in to the tanks.
3.Motor driven inert gas blowers supplies the treated gas from scrubber tower to the tanks through. They
are mounted on rubber vibration absorbers and isolated from the piping by rubber expansion bellows.
4.Regulation of gas quantity delivered to deck is taken care of by the gas control valves and the deck
pressure is managed by pressure controller. If the deck pressure is lower than the set point the output signal
will be raised to open the valve more, and vice versa if the deck pressure is lower than the set-point. These
valves will then work in cooperation to keep both the deck pressure / blower pressure at their respective set
point without starving or overfeeding the circuit.
5.Before entering the deck line, the gas passes through the deck water seal which also acts as non-return
valve automatically preventing the back-flow of explosive gases from the cargo tanks.
6.After the deck seal the inert gas relief is mounted to balance built-up deck water seal pressure when the
system is shut down. In case of a failure of both the deck seal and the non-return valve, the relief valve will
vent the gases flowing from the cargo tank into the atmosphere
7.The oxygen analyzer which is fitted after the blower separates the “production” and “distribution”
components of the plant and analyses the oxygen content of the gas and if it is more than 8%, it alarms and
shut downs the plan
Q. ENGINE ROOM FIXED FIRE FIGHTING SYSTEM?
As per SOLAS requirements ship of 500 GT or more, engine room should have a fixed fire fighting system,
and this should comply with the following requirements-
1. There should be two separate release controls, one from the CO2 room and another from fire control
station
2. 50% of total quantity should be discharged within 01 min. and 85% within 02 mins.
3. The capacity of the system should be 40% the gross volume of engine room or 35% of the engine room
volume if area above casing is not included, if used for engine room.
4. Pressure test of manifold line to be done at 122 bar
5. The diameter of the distribution line should be 19 mm
6. Pipes to cargo spaces not to pass through E/R.
Q. FIRE DOORS?
● Shall be self-closing
● Approximate time for closing not more than 40seconds and not less than 10seonds
● Shall be capable of remote release and also from both side of the door.
Q. WHER WOULD YOU EXPECT TO FIND THE ISC?
It is usually kept readily available and found often at the top of gangway or on the bridge or alternatively in
the chief officer office.
23 | P a g e
***LSA AND FFA***
Q. WHAT MAINTENANCE WOULD YOU REGULARLY CARRY OUT ON “DRY POWDER” EXTINGUISHER?
It is customary to shake dry powder extinguisher in order to prevent the powder from congealing in the
event it may become damp. They are also serviced regular intervals under the PMS, where any extinguisher
is test fired it would be recharged under supervision and date labelled.
Q. IN THE EVENT OF FIRE ONBOARD WHAT SIGNAL WOULD YOU EXPECT TO HEAR?
Continuous ringing of the ships fire alarm bells.
Q. WHAT ARE THE EXTINGUISHER REQUIREMENT IN THE MAIN ENGINE ROOM?
Extinguishers must be strategically positioned, so that a person walking in any direction of 10 mtrs. Will
come upon a fire extinguisher.
Appropriate types of extinguishers are placed to reflect the type of fire that may be anticipated- i.e. electrical
board - CO2 extinguisher close by.
Q. WHEN ACTINGAS OOW, THE DUTY ENGINEER TELEPHONES THE NAV. BRIDGE AND STATES THAT THERE IS
A SMALL FIRE IN THE ENGINE ROOM. WHAT IMMEDIATE ACTION WOULD YOU TAKE?
Not having heard any fire alarm yet, I would immediately sound the bridge fire alarm and carry out following
actions-
1. Inform master ASAP
2. plot the ship position on the chart
3. Engage manual steering with a quarter master
4. Close all watertight and fire doors
5. Turn engine on stby, as soon as appropriate reduce speed
6. Alter the ship’s course to bring the wind direction directly astern (to reduce oxygen content within vessel)
7. Proceed to muster station once relived on the bridge.
Q. FOLLOWING YOUR WATCH AT SEA YOU ARE CARRYING OUT “ROUNDS” OF THE VESSEL AND YOU
DISCOVER SMOKE COMING THROUGH A CABIN DOOR. WHAT ACTION WOULD YOU TAKE?
Following the discovery of smoke in the accommodation block I would, immediately assume a fire has
occurred and I would take the following actions-
1. Raise the alarm and inform the navigation bridge, report to master
2. Muster all crew, head count. Fire party mustered and briefed
3. Proceed to scene of fire and investigate
4. Isolate the electrical circuits effecting the location of fire
5. Close all ventilation on the fire affected area
6. Prepare to attack fire, as many sides as possible, start emergency P/P and commence boundary cooling
7. Rig a hose to the cabin entrance ready for the fire party
8. Fire party is being mustered and fitted with fire man’s outfit and BA sets
9. I would order the fire party when ready to tackle the fire, immediately by kicking in the crash panel at the
base of the cabin door. This would allow a jet hose to be pushed into the cabin and directed towards the
deck head. This action would deflect the het water off the deck head and cool the interior of the cabin
10. The hose could then be extracted and turned to spray to protect firefighters as they make an entry into
the cabin
11. After confirming that electrical circuits have been isolated the entry being made with two hoses, one in
spray for protection and the second one in jet to kill the fire.
12. Prepare L/B for adverse condition. Maintained communication with bridge at regular interval
****the cabin door should not be opened until back up fighters are in position, as this action would only
allow an increase of oxygen and probably cause a flash fire scenario
****Once the navigation bridge has been informed it is a common practice that the master would take the
“CON” of the vessel and alter course to put the wind astern and reduce speed. This action would reduce the
oxygen content throughout the ship and tend to starve the fire of oxygen.
**** Before the action as C/O I will muster of all personnel (especially check the cabin occupant) and
manage the fire fighting operation. Maintain regular communication with bridge. Also, first aid parties being
placed on stby.
Q. WHAT IS CO2? IS IT An EXTINGUISHING AGENT?
NO, CO2 is a smothering agent.
24 | P a g e
***LSA AND FFA***
Q. HOW IS THE PUMP ROOM OF A TANKER KEEP FIRE PROTECTED?
Pump room on tankers are protected spaces and covered by a fixed fire extinguishing system, which is
operated from outside of the compartment. Usually a CO2, as pump room is treated as enclosed spaces.
After July 2002, under SOLAS II-2, Reg-4,5.10.3 cargo pump rooms were required to be fitted with gas
detection and bilge alarm systems.
Q. WHAT IS A WATE FOG APPLICATOR UNIT?
SOLAS requirements (1995) require that passenger vessel and RO-RO ferries over 500 GT carrying over 36
passengers are required to carry two water fog applications units.
These are pressure units which deliver a water mist extinguishing agent to designated spaces of high risk.
These units are carried is addition to the total flooding system required by the regulation.
Q. A FIRE IS DISCOVERED AROUND THE OIL STOVES IN THE GALLY. WHAT TYPE OF EXTINGUISHING AGENT
WOULD YOU EXPECT TO EMPLOY?
Usually, oil stove will generate oil fires, so as I would attack by foam extinguisher.
Q. HOW MANY EEBD ARE REQUIRED ONBOARD?
The EEBD are part of critical safety equipment and are used to escape from a compartment that has a
hazardous atmosphere. Its use has become mandatory under the new amendments to SOLAS 74 (ch-II-2,
Reg-16) for all ships to which the safety equipment certificate is required.
In order to comply with mandatory requirements following are guidelines:
A) Number of EEBD
●At least 02 in accommodation spaces of cargo ships and one spare EEBD, applicable to new and existing
ships
●For the purpose of this requirements the minimum no. of EEBD required on machinery spaces as follows;
1. 01 in ECR, if located inside machinery spaces
2. 01 EEBD at the work shop area, but if there is a direct access to an escape way from the workshop then
EEBD not required
3. 01 EEBD located near the escape ladder used a second means of escape from the machinery spaces. If the
ship has a machinery spaces with more than one deck, then 01 EEBD for each deck shall be placed on the
same areas in this point
B) Additional/ spares
● Ships with ten or less EEBDs on board shall carry at least one additional spare device more than the one
mentioned in item 3
● Ships with 11 to 20 EEBD onboard shall carry at least two spare devices
● Ships with more than 20 EEBD, onboard shall carry spares equal to at least 10% of the total EEBDs but not
more than 4 spares will be required,
Applicable to new and existing ships.
Additional to the above requirements the EEBD shall have a service duration of at least 10 minutes. Also, the
number and location of EEBDs and spares shall be indicated in the fire control plan. For existing ship, the
requirement is to be complied with by the first survey after 1st July 2022.
(As per IMO SMC Cir. 859-May 1998)
At least one EEBD training device shall be provided for training purpose. It should be clearly marked.
EEBD normally, consist of a compressed air cylinder with capacity of 600 ltrs (15 mins. Duration)
In chemical tankers all crew cabin is supplied with one set of EEBD for each crew. (ship exp.)
Q. INFORMATION TO BIGRDAE (SHORE FIRE TEAM)?
1. Where is the fire (location)
2. Means of access
3. Ways of ventilation
4. Details of cargo with stowage plan
5. What fire steps have taken
6. Any persons missing
7. What fixed installation are in use
8. Condition of ships services
9. General arrangement plan (GA PLAN)
10. Stability Data.
25 | P a g e
***LSA AND FFA***
Q. FIRE WALLET?
Items-
1. Muster list and location of muster points
2. No. of person onboard (crew list)
3. General Arrangement Plan
4. Details of fixed firefighting system
5. Details of ventilation of watertight doors
6. Details of emergency fire pump
7. Important telephone no.
8. Cargo plan and cargo manifest
9. Trim and stability booklet
10. Foam platform
11. Foam monitoring proportionating valve
12. Pumping arrangement
13. Safety plan
Fire wallet kept near the gangway along with ISC and Lifebuoy with light for the easy and nearest access.
Q. FIRE LOCKER?
Items kept in fire locker are as follows-
DCP extra cartridges, foam detergent, spare hoses, spare nozzle, safety harness, line, BA cylinder, fire man’s
outfit, torch, fire bucket, fire axe.
Location of fire locker to be well marked in the fire plan and any change in fire plan would require to be
reconstructed.
Q: WHAT IS THE MAINTENANCE OF FIXED CARBON DIOXIDE SYSTEM?
MONTHLY INSPECTIONS:
1. all stop valves are in the closed position;
2. all releasing controls are in the proper position and readily accessible for immediate use;
3. all discharge piping and pneumatic tubing is intact and has not been damaged.
4. all high-pressure cylinders are in place and properly secured; and
5. the alarm devices are in place and do not appear damaged.
03 MONTHLY INSPECTIONS:
1. All cylinder should be checked for corrosion and tightness, as the cylinders may become loose and fail to
operate and corrosion may cause the cylinder to leak.
2.Bottle examination should be carried out- remove the cylinder and check the operating head. Test the
operation by pulling the lanyard and checking that the firing pin travels forward and return freely and the pin
is not worn or bent. Take care with the plastic safety clip, which is designed to break when operated and may
need to be replaced.
ANNUAL INSPECTIONS:
1. the boundaries of the protected space should be visually inspected to confirm that no modifications have
been made to the enclosure that have created unclose able openings that would render the system
ineffective;
2. all storage containers should be visually inspected for any signs of damage, rust or loose mounting
hardware. Cylinders that are leaking, corroded, dented or bulging should be hydrostatically retested or
replaced;
3. system piping should be visually inspected to check for damage, loose supports and corrosion. Nozzles
should be inspected to ensure they have not been obstructed by the storage of spare parts or a new
installation of structure or machinery;
4. the manifold should be inspected to verify that all flexible discharge hoses and fittings are properly
tightened;
5 YEARS MAINTENCE:
1. The servo cylinder and any remote-controlled stop valves to be tested by opening one pilot cylinder.
2. Press. Test carried out at 250 bar.
3. Spring loaded safety valve s to be tested.
4. Check hp alarms which operates at high pressure.
26 | P a g e
***LSA AND FFA***
10 YEARS MAINTENCE:
1. Bottles to be internally inspected.
2. Syphon tube or dip tube to be inspected.
3. If the ship is 20 years old the pressure test to be carried out at 5 years old.
15 YEARS AND 5 YEARS THEREAFTER:
1. Pressure test all HP pipes, stop valve stop E/R, pump room, purifier room, etc. At 190 bar, Pressure pipes
at 80 bar, low pressure pipes at 7 bar
2. After the hyd. Pressure testing lines to be blown through by dry air.
At time of inspection if the cylinder thread is corroded with white powdery deposit, brush it off with a stiff
nylon brush and blowout excess particles prior to spraying water repellent. Also wipe the cylinder surface
with lubricant.
If any part of the cylinder has a red rusty surface, it must be replaced immediately.
It is advisable to carry a spare re-arming kit onboard in case the CO2 activated accidentally.
Q. HOW TO CHECK CO2 LEVEL IN CO2 BOLLTLES?
CO2 bottles hydraulically tested to 228 bar. The contents are checked by weighing or by means of a radio-
active level indicator. Recharging is necessary if there is 10% weight loss.
The main CO2 line is pressure tested to 200 bar, the design pressure being at least 160 bar.
Another method is heat activated liquid level strips. It is attached to the bottles and thus heated with a heat
gun. As the strip is heated it will turn from black to yellow and then back to black, as it cooled down. When
the metal of the bottle near the strip is heated sufficiently, the strip will stay yellow above the liquid level for
a few seconds and will turn back to black very quickly below the liquid level. The level can easily be detected
and marked with a permanent marker.
Q. WHAT IS SYPHON TUBE?
The syphon tube in the bottle ensure that liquid is discharged from bottle. Without the syphon tube the CO2
would evaporate from the surface giving a very low discharge rate and taking latent heat, would probably
cause the remaining CO2 in the bottle to freeze.
27 | P a g e

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LSA AND FFA

S M TOMIZ UDDIN :1055 MFA 25TH, A1MC20180601-A (24) ALAM015268

1. Outside diameter- 178 mm

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