PDF Comm Fish Op Handbook Chapt3 A

8/10/2019 PDF Comm Fish Op Handbook Chapt3 A

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C H A P T E R 3 E M E R G E N C Y A N D S A F E T Y 47

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The sea is a dangerous place to work. If things go wrong, there is nore brigade or ambulance station around the corner crew must betheir own emergency service in the rst instance and have a very broadknowledge of several skills. In the case of the ship catching re, oodingor sinking, this knowledge will be the difference between life and death.The Skipper is very aware of this, and will train crew in all aspects of emergency proceduresonboard the vessel. He cannot save the ship without a strong and professional team tosupport him. For this reason the crew should know where the emergency equipment islocated and how to use it before sailing, and he will conduct emergency drills so that hiscrew will be prepared for any emergency that may arise.

This section looks at this equipment, what it is for and how to use it.

Safety inductionBefore proceeding to sea for the rst time on any vessel, a safety induction needs to be carriedout. This involves a tour of the ship, and learning the location of all the emergency equipmentonboard. Crews will familiarise themselves with theEmergency Station List which will showthem what their duties are in the event of a variety of emergencies, and once this is done, anentry will be made in the ships ofcial documentation, signed by the crew member and theSkipper. This is a legal verication stating that the induction has taken place.

C H A P T E R 3

Emergency and Safety


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48 C H A P T E R 3 E M E R G E N C Y A N D S A F E T Y

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3 Duties in an emergency The crew of any commercial vessel should be a well oiled machine... and nowhere should thisbe more evident than in the event of an emergency. The Skipper will provide training in the useof all emergency and safety equipment onboard, but crews should also never be afraid to askquestions or research information themselves. Practice putting on a life jacket until it can be

done blindfolded. Even practice putting one on in the water dont wait for an emergency!

The emergency station list Also called a muster list, these are posted throughout the ship where they can be easilyread by all crew. On larger vessels, there should be at least one on every deck.

It gives details on everyones duties in various kinds of emergency, as well as outlining theGeneral Emergency signal and Abandon Ship signal. On passenger ships, lists are providedin each cabin that assigns a muster station for each occupant, as well as instructions fordonning life jackets.

Some of these duties in the event of an engine room re may include (in a crew of 5);

Master Bridge in command.

Engineer Ascertain restate/shutdown main engines,close engine room ventilationaps and fuel supply reportto master. Actuate xed reghting system If required .

Ist Mate liaise between masterand crew/communications.Sounding of emergency stationalarm. Assist Master.

Deckhand prepare emergencyequipment including life rafts,EPIRB etc.

Steward/Stewardess Head count at Muster station.

Distribute PFDs. Passengercontrol. Report to First Mate.

DrillsIt is all very well to read aboutthese duties, but only practice willresult in prociency! By law, drills

for various emergencies at sea arerequired to be carried out at statedintervals. These are listed (right).

Class of Ship 1 2 3

Muster 1 month 1 month 1 month

Survival Craft 2 months 3 months 3 months

Fire/Grounding/Collision etc 2 months 3 months 3 months


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Equipment onboard

BUOYANT APPLIANCES

Inatable life raft The inatable life raft is the mostcommon survival craft carried by small

commercial ships. It is stored on deckin a breglass container, and securedto the vessel using a hydrostaticrelease mechanism. This is a devicethat cuts the securing lines at a typicaldepth of two or three metres actuated bywater pressure, allowing the life raft to rise tothe surface in the event of the ship sinking. Correctinstallation of this equipment is essential, includingthe attachment of the life raft painter to the weak

link. This ensures that in the worst case scenarioof the ship sinking, the life raft will be releasedhydrostatically, the pressure on the painter attachedto the ship will inate it, and the weak link will thenbreak resulting in the life raft bobbing to the surfacefor the very relieved crew to board! Inatablelife rafts vary greatly in size typically betweenfour and 60 people. They are designed to endureexposure for 30 days at sea in all conditions, andare stocked with equipment and rations such as

sponges, paddles, bailer, knife, electric torch, rations,rst aid kit and even shing gear.

,

yrise toing. Correct

A hydrostatic release.

The Master of your ship will take a very pro-active role in conducting these drills. Theyshould be carried out as realistically as possible, in all weather and sea conditions, and wherepractical, after dark using emergency lighting only.

Practice putting on a life jacket often even in the water.If you work on a passenger vessel, you may be required todemonstrate this often as part of your passenger briengduties. If things go wrong, many lives may depend onyou!


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Life buoysThese are located around the ship inspecially designed holders that allowa person to throw them overboardquickly to a person in the sea. Somewill be attached to the ship by a verylong painter that must be coiledin such a way that it will not foulwhen the buoy is thrown overboard;others will not have a painter butwill be equipped with a light that willautomatically turn on in contact withthe sea. This life buoy and its light can be released and

thrown overboard with minimum delay.

Personal otation devicesCommonly referred to as PFDs, or life jackets, they differ somewhat from thosedemonstrated onboard commercial airliners, although approved inatable types are nowavailable.

Crewsmust be familiar with putting on a life jacket. Not only will they be required todemonstrate this to passengers onboard your ship, they may one day need to do it in thedark or even in the water!

Coastal, or SOLAS (Safety of Life at Sea) life jackets are the most commonly used onboardcommercial ships. They have retro reective tape and a light and whistle attached to them,as well as a collar to keep the head above the water if case of unconsciousness.


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3Carly oatsOn the highest deck of many vessels,large orange objects are often visible.These are Carly Floats, and consist ofbuoyant material with a breglass shelland a perimeter of lines that survivorsin the sea can cling too. If they arefastened down to the deck they must betted with a hydrostatic release. Morecommonly they sit in cradles on the deckso that they may oat free in the eventof the ship sinking.

This carly oat is mountedcorrectly and is able tooat free in the event ofthe vessel sinking.

Although fastened tothe deck with lines, theseoats will also oat freeas they are tted witha hydrostatic releasemechanism visible onthe left of the picture. These devices must beinspected annually by anauthorised person.


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PFD Type 1.

PFD TYPE 1These PFDs are commonly seen on recreationalvessels and are not considered suitable forcommercial application. They are generally foruse in smooth and partially smooth waters andhave a collar to keep the head above water, aswell as reective tape for visibility. If used, theymust comply with Australian Standard 1512.


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A 406Mhz EPIRB.

These signals are then transmitted to a LUT or Land UserTerminal monitored by search and rescue authorities. Mostaircraft are also capable of receiving these transmissions.

Every EPIRB activation is treated as a MAYDAY.

If the EPIRB is equipped with GPS (Global Positioning System),then the position can be determined by rescue authorities towithin 120 metres.

406 MHz EPIRBs also identify the ship in distress, as digitaltechnology allows such data to be transmitted. When the EPIRBis purchased, these details are registered with AMSA (AustralianMaritime Safety Authority). This aids the rescue process andminimises false alerts.

EPIRBsOne of the most important life saving devices inrecent years is the EPIRB, or Emergency PositionIndicating Radio Beacon. Often, these arealso secured to the vessel using a hydrostaticrelease, just like a life raft. These EPIRBs alsoautomatically transmit a distress signal onceimmersed in the water, although they can alsobe activated manually.

Up until recently, two kinds of EPIRB wereavailable; the analogue version that operateson 121 MHz, and the digital 406 MHz kind.In February 2009, the 121 MHz EPIRB will bediscontinued and its transmissions no longermonitored.

EPIRBs are complex devices, but a basicunderstanding of how they operate will helpmaximise the chance of rescue.

Once the EPIRB is switched on, its aerial extendedand oating in the water (this is essential as theradio waves reected from the water surfacegreatly improves transmission), its signal willusually be detected by geostationary satelliteswithin three minutes, or by conventional orbiting

satellites within 90 minutes.


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An EPIRB is a last resort just like the life raft. Other equipment such as V sheets, ares andmarine radios should be used rst. Often, rescue authorities may instruct the crew over theradio to activate their EPIRB in the nal stages of the search and rescue process.

Should an EPIRB be activated inadvertently, even for a minuteor two, it is important to report the activation to theRescueCo-ordination Centre on 1800 641 729, or alternatively a local volunteer marine radioorganisation. There is no penalty for accidental activation, and this report will save a lot ofeffort on their part.

Worldwide, 97% of all EPIRB activations are false alarms.With the redundancy of 121Mhz EPIRBs now imminent in

Australia, this percentage of false alarms has the potentialto increase even more. In the case of an EPIRB disposed of atthe local tip, it is not a case ofif, but when it will activate,particularly when rubbish is compacted. Authorities then haveto physically locate the beacon to de-activate it! Be sure thatyour old EPIRB is disposed of correctly. Contact your localwater police, MSQ ofce or rescue organisation if you need todispose of an old EPIRB. Battery World also has an agreementwith the Australian Maritime Safety Authority and offers freedisposal of redundant EPIRBs and their lithium batteries. Thereare 82 stores throughout Australia.


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3Distress aresThere are three different types of arescarried onboard commercial ships;orange smoke (pictured), red hand heldand red rocket. They are used to attractthe attention of other vessels or passingaircraft. All crew must know how to useares and be completely familiar withtheir operation.

Operating instructions differ depending on themanufacturer so its important to know whattype the vessel is equipped with. All areshave an expiry date three years from their dateof manufacture. After this date they must bereplaced, and the old ares disposed of correctly.Flares are classed as explosives and ammables and becomeunstable over time, so they shouldnever be disposed of inthe rubbish! Flare disposal locations can be found on the website: www.msq.qld.gov.au.

Different brands of ares will have different methods of ignition. Be familiar with thoseon your vessel.

Emergency portable lighting All crew should have access to their own torch which can be used asa signal device in an emergency. Cyalume sticks can also be used forlighting. These are a small plastic cylinder that when bent, produceslight (usually green or red) by chemical reaction.

AlarmsDuring emergency drills onboard, alarms should also be tested. This alsofamiliarises the crew with what each alarm may sound like. For examplere detection alarms are usually a loud electronic beeping from thealarm panel in the wheelhouse. This is automatic, and will be followed

by the general re alarm usually the continuous ringing of a bell.Some other alarms include:

General Muster/Emergency Station 7 short and one long blast of a sound signal.

Abandon Ship one long, followed by one short blast of a sound signal at least threetimes. (A in the Morse Code).

Various system failure alarms such as electrical system failure, engine alarms and so on.

Line throwing apparatusMany ships are equipped with a rocket line throwing apparatus capable of throwing a lightline over 200 metres. This is used to transfer lines to another ship or the shore to aid in theretrieval of survivors or life rafts.


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most suitable

ABE BE

most suitable

most suitable ABE BE

ABE BE

ABE BE

most suitable

most suitable

ABE BE

limited effectiveness

A

BC

E

F

OrdinaryCombustible(Wood, Paper,Plastics etc)

Flammable andCombustibleLiquids

FlammableGases

EnergizedElectricalEquipment

Cooking Oilsand Fats

Water Wet Chemical Foam Dry ChemicalPowder ABE BE

Carbon Dioxide(CO2)

VapourisingLiquid

Fire extinguishersThere are 6 re extinguisher types found aboard commercial vessels:

These extinguishers are essentially for quick response before the re becomesextensive, and the appropriate extinguisher will usually be found in thevicinity of particular risk. For example, accommodation spaces may beequipped with dry chemical extinguishers because the fuel will usually besolid. Electrical or machinery spaces may have CO2 extinguishers. The galleymay have a foam (AFFF) extinguisher as these are most effective on cookingfat and oil res.RIGHT: Fire extinguishers are red with a band of colour around them for rapid identication. This one has a white band indicating that dry chemical is the extinguishing agent. It also hasa test date stamp tag and a gauge indicating its charge state. All extinguishers need to beinspected by a technician annually.

FIRE FIGHTING EQUIPMENT

Fire is one of the most commonemergencies onboard vessels, andtraining in the use of re ghting

equipment is essential for all crewmembers. There is no time to readinstructions when re breaks out!

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PDF Comm Fish Op Handbook Chapt3 A