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PASSENGER SHIP
COURSE
(Crowd - Crisis Management)

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PASSENGER SHIP TRAINING

(CROWD & CRISIS MANAGEMENT)

INDEX

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Chapter Page No
No
1 Introduction 1

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2 Passenger ship Disasters 3
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3 Surveys and certificates on passenger ship 31
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4 Familiarisation training 50
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5 Safety training, communication 62

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6 Life Saving Appliances and Requirements 68

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7 Fire Safety Measures 94

8 Passenger Safety, Cargo Safety and Hull Integrity 118

9 Pollution prevention 135

10 Crowd Management 160

11 Crisis Management and Human Behaviour 177

Edition 3 - March 2017

 Hindustan Institute of Maritime Training
Chennai

CHAPTER 1
INTRODUCTION
This hand out covers the material requirements needed for the training of
passenger ship personnel as detailed in chapter / section V/4 of: Training,
Examination, and Assessment programme M.S. (STCW) Rules 2014 Rule 55.
Masters, Chief Mates, Chief Engineer Officers, Second Engineer Officers and any
person designated on muster lists of having responsibility for the safety of
passengers in emergency situations on board passenger ships are required to
successfully complete the approved “Passenger Ship Safety Course” (5 days’
duration), to obtain a certificate of proficiency in Crises Management and Human
Behaviour Training, as required by Rule 55 (5).

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When the STCW 78 convention entered into force in 1984 it was expected that its
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requirements would ensure the competence of Masters, Chief Mates, Chief
Engineers, Second Engineers and any other Officers and ratings of all seagoing
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ships. As with all IMO conventions it reflected the highest practicable standards
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which could be globally agreed at the time of its adoption.
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This course was introduced mainly as a direct impact of the tragedies suffered by
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the Herald Of Free Enterprise, Scandinavian Star and Estonia. Summaries of these

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accidents are included in this hand out.

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A number of incidents over the years have led to improvements in safety

requirements, such as escape routes a fire protections systems, redundancy in
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propulsion and safety systems. The STCW Convention, as amended since 1995
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and 2010, includes specific training requirements for officers and crew on
passenger ships, such as training in crowd management, and crisis management for
use in emergency evacuation.
Objective of this course: -
A trainee successfully completing the training will be able to do the following:

1. Safe management of passengers during embarkation and disembarkation

2. Perform ship board emergency procedures.
3. Optimize use of resources
4. Control response to emergencies.
5. Control passengers and other personnel during emergency situations.
6. Establish and maintain effective communication.

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Definition of passenger:
Passenger means

• Neither Master, crew nor persons engaged on the business of the ship.
• Neither person rescued due to shipwreck or distress.
• Neither a child under one year of age.

Passenger ships - usually defined as a ship carrying more than 12 passengers.

In an effort to improve efficiency in a competitive market, ship owners are
commissioning increasingly larger vessels – even more than 5000 passengers.
These mega-ships can be built for an average cost of $160,000 per passenger
compared with an average cost of $245,000 per passenger for ships designed to

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HARMONY OF THE SEAS the biggest cruise liner as on March 2017.

IMO: 9682875
MMSI: 311000396 Installed power 4x13, 860 kw.Wartsila 12V46 D.
Speed 25 knots. Capacity max 6780 passengers and 2300 crew.
Call Sign: C6BX8 Builder –STX France at US $ 1.35 billion.
Flag: Bahamas [BS]AIS Vessel Type: Passenger Gross Tonnage: 227700 Deadweight: 15000 t
Length Overall x Breadth Extreme: 362.12m × 47.42m Draught 9.32 m, Depth 22.6 m Decks18.
Year Built: 2016.

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Chennai

CHAPTER 2
PASSENGER SHIP DISASTERS
RMS Titanic departing Southampton on 10 April 1912.

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The RMS Titanic

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1. The most celebrated - or infamous - of all passenger ship tragedies was the
loss of the Titanic Numerous books have been written, films produced and songs
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highly imaginative has become the part 20th century lore Many known safety

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features which could have been included in the ship's design and construction were
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deliberately left out. The Titanic disaster probably had a bigger impact on maritime

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safety than any other event, partly because it involved the world's largest and
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newest passenger ship of that era, partly because of the scale of disaster - more
than 1,500 victims - and more because so many of them were rich and famous.
Inquiries soon established that the owners had deliberately reduced the planned
number of lifeboats because they would have occupied deck space which the First
Class passengers might have wanted to use for their morning stroll.
2. The largest passenger steamship in the world at the time, the Olympic-class
Royal Mail Ship RMS Titanic was owned by the White Star Line and constructed
at the Harland and Wolff shipyard in Belfast, Ireland, UK. After setting sail for
New York City on 10 April 1912 with 2,223 people on board, she hit an iceberg
four days into the crossing, at 11:40 pm (UTC-3) on 14 April 1912, and sank at
2:20 am on the morning of 15 April. resulting in the deaths of 1,517 people in one
of the deadliest peacetime maritime disasters in history. It took a little over two
hours to sink a ship that was thought to be unsinkable because of her thickness of
her plates and superior construction techniques.

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Chennai

The ship did not sail into the iceberg head-on but rather suffered a glancing blow
in a manoeuvre trying to avoid it. Further the iceberg did not open or tore her
plates apart in the riveted joints. The Titanic was designed to survive a head-on
collision that would flood the first four of her water tight compartments or a
collision from another ship that would ram her in the middle and flood maximum
two compartments; however, this long opening in the hull was not foreseen and the
crew soon realised that the ship was going to sink.
3. The high casualty rate resulting from the sinking was due in part to the fact
that, although complying with the regulations of the time, the ship carried lifeboats
for only 1,178 people, and sank on 15 April 1912,

The following were significant amongst the factors that contributed to the sinking

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of the ship
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• Sub-divisional bulkheads on the ship extended to above the water line but not
up to the bulkhead deck.
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• Evacuation of all onboard was impossible, due to there not being enough
boats or other survival craft necessary to accommodate everybody.

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• Absence of equipment to sustain life after leaving the ship on the survival
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• Absence of prescribed distress signals or plan.

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Titanic's maiden voyage, with the coordinates of her sinking.

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LIFEBOATS
Titanic carried a total of 20 lifeboats: 16 wooden lifeboats with a capacity of 65
people each and four Englehardt "collapsible" lifeboats (identified as A to D) with
a capacity of 47 people each. In addition, it had two emergency cutters with a
capacity of 40 people each. All of the lifeboats were stowed securely on the boat
deck and, except for A and B, connected to davits by ropes. Those on the starboard
side were odd-numbered 1–15 from bow to stern, while those on the port side were
even-numbered 2–16 from bow to stern. The two cutters were kept swung out,
hanging from the davits, ready for immediate use, while collapsible lifeboats C and
D were stowed on the boat deck immediately inboard of boats 1 and 2 respectively.
Collapsible lifeboats A and B were stored on the roof of the officers' quarters, on
either side of number 1 funnel. There were no davits to lower them and their

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weight would make them challenging to launch.
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Titanic had 16 sets of davits, each able to handle 4 lifeboats. This gave Titanic the
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ability to carry up to 64 wooden lifeboats, which would have been enough for
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4,000 people – considerably more than her actual capacity However, the White
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Star Line decided that only 16 wooden lifeboats and four collapsibles would be

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carried, which could accommodate 1,178 people, only one-third of Titanic's total
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capacity. At the time, the Board of Trade's regulations required British vessels over
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10,000 tons to carry 16 lifeboats with a capacity of 5,500 cubic feet (160 m3), plus
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enough capacity in rafts and floats for 75% (50% for vessels with watertight

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bulkheads) of that in the lifeboats. In principle, the White Star line could even have
made use of the exception for vessels with watertight bulkheads, which would have
reduced the legal requirements to a capacity of 756 persons only. Therefore, the
White Star Line actually provided much more lifeboat accommodation than was
legally required.

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Chennai

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An ice patrol aircraft inspecting an iceberg.

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This disaster generated the first International Conference on Maritime Safety held
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in London, England in 1914. The conference addressed such issues as the

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adequacy of lifeboats, hull subdivision and the carriage of radio communications
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equipment on passenger ships. However, World War I kept the 1914 Safety of
Life at Sea Convention, which was developed by this first conference, from
coming into force.

In 1929, another conference was called to address once more the issue of safety on
passenger vessels and to consider changes in safety requirements since the first
conference. This 1929 Convention was initially opposed by the United States, who
believed the new proposals to be too stringent. But, on September 8, 1934, the
motor vessel MORRO CASTLE burned at sea, causing 124 fatalities. Nearly five
months later on January 24, 1935, the passenger vessel MOHAWK sank after
colliding with the Norwegian motor ship TALISMAN, and 45 people lost their
lives.

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NORMANDIE
In early 1942, the French luxury passenger liner NORMANDIE was moored at
Pier 88 in New York City. She had been there since late 1939, when Germany
invaded and occupied France. The ship had been commandeered by the United
States, shortly after the U.S. entered the war, for service as a troop transport.
During this more than two year period of layup, the French crew had been replaced
by a Coast Guard maintenance crew, who in turn were replaced by contract
workers and new crew when dockside refitting was begun in February 1942.
These changes in responsibility for the ship had resulted in a number of important
safety measures being discontinued or overlooked. The fire alarm connection to
shore had been disconnected, the vessel's elaborate fire detection system was
inoperative, fire guards employed by the refitting contractor had not been trained,
many fire extinguishers were empty and those that were operable had French

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instruction placards, hose connections on the ship were incompatible with
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American thread sizes, and the Coast Guard fire brigade was on board but located
in a section of the ship remote from the central fire control station.
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As a result, when hot work ignited a large store of highly flammable kapok life
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preservers, workmen were unable to extinguish the fire. Shore side response was
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slow and was hampered by the problems mentioned earlier. Although the fire was

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eventually extinguished, the large volume of fire fighting water ultimately caused

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the ship to capsize at the pier. The ship was a total loss. This casualty raised
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concerns about who was actually in charge and responsible for the safety of the
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vessel. The investigation found that there was no clear authority because of the

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numerous government agencies and private companies involved in the refitting of

the ship.

Prinsendam
In October 1980, the Dutch cruise ship PRINSENDAM suffered an engine room
fire when a fuel oil supply line failed and sprayed oil onto a hot exhaust manifold.
The ship was underway 120 miles off the coast of Alaska. Because of initial
confusion on the part of the engineering watch as to the source of the oil leak, they
did not secure the source, and the fire spread rapidly out of control. Contributing
to the severity of this casualty was the lack of adequate fire fighting training
among the crew. All passengers and crew were evacuated by lifeboats into heavy
seas and rough weather. There was no loss of life, but many passengers suffered
from hypothermia and exposure. Many passengers complained that they were not
given adequate notice of the nature.

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Chennai

OCEANOS

After a successful 1988 cruise season in South Africa, the OCEANOS received an

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eight-month charter from TFC Tours of Johannesburg. The Oceanos was in a sad
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state of neglect, including loose hull plates, valves stripped for spare parts and a 10
cm hole in the "watertight" bulkhead between the generator room and waste
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disposal tank. The ship was not equipped with full air conditioning and many of
the lower deck portholes were almost constantly open.
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Durban. She headed into 40-knot winds and 9 m swells. At approximately 21:30

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while off the Wild Coast of the Transkei, the sea-chest supplying cooling water to
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the generators fractured with a sound like a muffled explosion. The ship's engineer
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reported to Captain Yiannis Avranas that water was entering the hull and flooding

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the generator room. The engineers were forced to shut down the generators
because of the rising water. Without electricity to power their auxiliary equipment
the main engines stopped and the ship was left drifting.

The water steadily rose in the generator room and began flowing through the 10
cm hole in the bulkhead into the waste disposal tank. As the isolating valves for the
holding tank were inoperable, the incoming water flowed back through the main
drainage pipes and rose like a tide within the ship, spilling out of every shower,
toilet, sink and waste disposal unit connected to the system. Realizing the fate of
the ship, the crew fled in panic, leaving the lower deck portholes open. No alarm
was raised. Passengers remained ignorant of the events taking place, until they
were confronted by the flooding in the lower decks. At this stage, eyewitness
accounts reveal that many of the crew, including Captain Avranas, were already
packed and ready to depart, seemingly unconcerned with the safety of the
passengers.

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Chennai

Nearby vessels responded to the ship's SOS and were the first to provide
assistance. Most of the crew and some passengers were evacuated by lifeboats to
these vessels. The South African Navy along with the South African Air Force
launched a massive seven-hour mission in which 16 helicopters were used to airlift
the remainder of the passengers and crew

All 571 people onboard were saved, following one of the most dramatic and
successful rescue operations of its kind. The ship’s British cruise director, the
entertainers, hosts and hostesses, musicians and magicians were the only crew
members who remained to assist the passengers and were the last to be rescued
from the ship. Captain Yiannis Avranas was accused by the passengers of leaving
hundreds behind, with no one other than the ship's onboard entertainers to help

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them evacuate. Avranas claimed that he left the ship first in order to arrange the
rescue effort, and then supervised the rescue from a helicopter. Avranas stated,
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"When I give the order abandon ship, it doesn't matter what time I leave. Abandon
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is for everybody. If some people want to stay, they can stay." A year after the
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sinking, Avranas and several senior crew members were found guilty of negligence
by the Greek Maritime Board.
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HERALD OF FREE ENTERPRISE
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On the 6th March 1987 the Roll on/Roll

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off passenger and freight ferry HERALD

OF FREEENTERPRISE under the
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command of Captain David Lewry sailed

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from Number 12 berth in the inner

harbour at Zeebrugge at 18.05 G.M.T.
The HERALD was manned by a crew of
80 hands all told and was laden with 81
cars, 47 freight vehicles and three other
vehicles. Approximately 459 passengers had embarked for the voyage to Dover,
which they expected to be completed without incident in the prevailing good
weather. She sailed out with her bow doors open. Once she cleared the breakwaters
and increased speed,water entered her vehicle deck and she rapidly lost stability
due to free surface effect.. The HERALD passed the outer mole at 18.24. She
capsized about four minutes later. During the final moments the HERALD turned
rapidly to starboard and was prevented from sinking totally by reason only that her
port side took the ground in shallow water. The HERALD came to rest with her
starboard side above the surface. Water rapidly filled the ship below the surface
level with the result that not less than 150 passengers and 38 members of the crew
lost their lives. Many others were injured.

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The investigation and conclusions

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The immediate cause of the accident was the fact that the assistant bosun, who was

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responsible for closing the bow door failed to do so before the vessel sailed out. He

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The procedures being followed on the vessel allowed such a grave error to happen
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unnoticed.

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The root cause, however, lay in the absence of a “safety culture” in the entire
company. The company did not listen to the complaints or suggestions or wishes of
their Masters. There were four specific areas in which the voice of the Masters fell
on deaf ears ashore. Those areas were as follows:-
(a) Complaints those ships proceeded to sea carrying passengers in excess of the
permitted number.
(b) The wish to have lights fitted on the bridge to indicate whether the bow and
stern doors were open or closed.
(c) Draught marks could not be read. Ships were not provided with instruments for
reading draughts. At times ships were required to arrive and sail from Zeebrugge
trimmed by the head, without any relevant stability information.
(d) The wish to have high capacity ballast pump to deal with the Zeebrugge
trimming ballast.
This accident resulted in major action by the IMO, including the introduction of
the ISM Code.

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Chennai

(International Safety Management Code).This mandatory code (applicable to

passenger and cargo ships) focused on the human element of safety. All operations
onboard ships needed to be governed by clear procedures. Crew training for
operations and emergencies was mandated. Shipping companies were required to
have a clearer responsibility to ensure vessel safety.
In addition, IMO also focused on stability issues of ro-ro passenger ships and new
amendments were introduced.

SCANDINAVIAN STAR:

An analysis of the fire on board in SCANDINAVIAN STAR in 1990.

On 7th April 1990, at 0200 hours a fire occurred in the passenger ferry

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The ferry had 4 passengers deck; the top deck being the restaurant deck and the
lowest was the car deck. The ship was not equipped with sprinkler systems or any
other automatic fire fighting system; except for the car deck system, nor any
automatic fire detection or alarm system. The crew members were of different
nationalities and communicated poorly and they were not trained for fire fighting
or rescue operations.

The tasks of the investigation were all together to establish the cause of the fire or
the circumstances of the start, where it started, when it started, how it developed,
establish the important factors making the basis for a catastrophe and how to avoid
such disasters in the future.

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Chennai

The investigation

The ventilation system was based on a few suction outlets in the corridor system
and the inlet distribution were in the cabins. That means that the air was pressed
from the cabins to the corridors through slits in the cabin doors. The ferry was also
equipped with push buttons (Fire call Points) in the corridors that should be used
by anyone detecting fire. A panel on the bridge received the signals. The officer in
charge should then close the fire doors in each end of this corridor by pushing a
button on a panel. The doors were kept open by magnetic traps.

The corridors were quite narrow; 90 cm wide. The surface lining of the corridors
consisted of plastic laminate of 1.6mm thickness with a melamine finishing layer.
The lining was covering a 2.5 cm thick asbestos board. The laminate was tested

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and the results showed that the calorific potential was higher than the
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internationally accepted value of 45 MJ/m2 (48 MJ/m2) and that the criterion of
limited heat release was not satisfied. The criterion for limited smoke production
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was, however, satisfied.

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Tests showed that huge amounts of hydrogen-cyanide (HCN) was produced when
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the surface lining material combusted. The concentration in the breeding gas would

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cause death of people within 5 minutes.

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The conditions on board the ship were reconstructed in the 1:1 test mock up in
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laboratory with exactly the same materials and dimensions as in the real ship. The

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ventilation conditions were also reconstructed.

The experiments showed that the combination of the narrow corridor and the
reaction to fire properties of the laminate onto the asbestos board set the corridor
very rapidly in a flash-over situation. It was mainly the surface laminate lining (1.6
mm) with its melamine finishing that gave the energy to the fire and the production
of the lethal gases. The fact that the substrate of asbestos had low heat conductivity
also contributed to the flash over conditions.

• Following factors also were attributed to the disaster.

• Crew was of different nationalities, and the communication skill of the crew
was very poor.
• Many of the escape routes soon filled with smoke and this affected the
evacuation of passengers from the accommodation.

In addition, the routes involved changes of direction, corridors with dead ends and
staircases that were not continuous.

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The layout and escape routes: - Passengers were unfamiliar with the ship. They
needed the assistance of crew and signposts to find their way quickly.

Emergency notices were not posted in local language.

The passengers were unable to follow the IMO posters used to direct them to their
allocated muster station. This led to an uneven distribution between the different
muster stations.

The manning of the ship and the action of the crew: -

• Navigation officers had poor training in safety matters.

• There was a language problem. Many of the Portuguese crew had little or no

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knowledge of English.
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• Most serious criticism made of the crew is that they never acted as an
organised unit and that no real attempt was made to fight the fire.
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there was no organised waking of sleepers.

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Recommendations: - the IMO upgraded fire-safety measures under its International

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Convention for the Safety of Life at Sea. New ships carrying more than 36

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identified by emergency lighting. Fire-alarm systems and controls for closing fire
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doors must be centralized at a continuously manned station. properly organised

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evacuation procedures supervised by crew who have attended courses in

passenger safety procedures approved by the maritime administrations should be
implemented.

ESTONIA

The Baltic ferry Estonia was delivered in 1980, by the German shipbuilders Meyer
Werft as Viking Sally. After several changes of ownership and name, she became
EstLine’s Estonia in January 1993 .Viking Sally as built was 15,566 GRT; 510 feet
long, with a beam of 79 feet 4 inches. Twin screw, powered by four MAN diesel
engines, producing 24,000 bhp, providing a service speed of 21.2 knots. She had
accommodation for 828 berthed and 358 unberthed passengers in one class, with a
crew of 110. She could carry 460 cars. Estonia departed Tallinn, Estonia at 19:00
on 27 September 1994, on a scheduled overnight crossing to Stockholm, Sweden.
She was carrying 989 passengers and crew. Most of the passengers were

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Chennai

Scandinavian, while most of the crew members were Estonian. The weather was
rough, with a wind of 29–39 knots, force 7–8 on the Beaufort scale and a
significant wave height of 3 to 4 metres (compared with the highest measured
significant wave height in the Baltic Sea of 7.7 metres). Other ferry captains at sea
that night described the weather as "normally bad"; a typical autumn storm in the
Baltic Sea. All scheduled passenger ferries were operating normally. The official
enquiry found that the vessel was seaworthy and properly manned. The cargo was
secured to normal standards and the bow visor was properly closed and secured on
departure.

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The failure sequence may have started at about 00:55 hrs on 28 September, when a
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seaman heard a metallic bang at the bow ramp and reported this to the officer of

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the watch. An inconclusive attempt was made to find the reason for the sound. The
captain arrived on the bridge and was present when a second attempt was initiated
shortly after 01:00 hrs. The ship’s speed was about 14 knots, with all four main
engines running at full service speed setting. The locking devices and the hinges of
the bow visor failed fully, under one or two wave impact loads on the visor, shortly
after 01:00 hrs. The visor worked its way forward and forced the ramp partly open
due to mechanical interference between the visor and the ramp, inherent in the
design. Water started entering the car deck, at the sides of the partly open ramp.
The ingress of water at the sides of the bow ramp was observed on a monitor in the
engine control room, but no information was passed to the bridge. The ramp rested
for a while within the visor until about 01:15 hrs, when the complete visor fell into
the sea, pulling the ramp fully open. The visor indicator lamps on the bridge did
not show the visor had detached and the visor was not visible from the bridge.
Large amounts of water entered the car deck and in a few minutes a starboard list
of more than 15° developed. As the list developed the officers of the watch reduced
the ship’s speed and initiated a turn to port. They also ordered the engineer to

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compensate for the list by pumping ballast, but the pump sucked air and,
furthermore, the tank was almost full. The officers of the watch also closed the
watertight doors.

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The main engines stopped at about 01:20 hrs, one after the other, due to lubricating

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oil pressure loss, caused by the list reaching about 30°. The vessel drifted with her
starboard side towards the waves. At about 01:25 hrs the list was more than 40°.
By then, windows and a door had broken in the aft part of the ship on the starboard
side, allowing progressive flooding of the accommodation. The main generators
stopped. As the list increased the Estonia started to sink stern first. At about 01:35
hrs the list was about 80°.
The first known Mayday call from the Estonia was transmitted at 01:22 hrs and at
about the same time the lifeboat alarm was given. Shortly before that, a brief alarm
in Estonian was given over the public address system. Just after this, the crew was
alerted by a coded fire alarm. No general information was given to the passengers
during the accident. In addition to the master and the two officers of the watch, at
least the chief officer and the third officer were on the bridge at the time of the
distress traffic.

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The time available for evacuation was very short, between 10 and 20 minutes.
There was no organised evacuation. The evacuation was hampered by the rapid
increase in the list, by narrow passages, by transverse staircases, by objects coming
loose and by crowding. About 300 people reached the outer decks. Most victims
remained trapped inside the vessel. The lifesaving equipment in many cases did not
function as intended. Lifeboats could not be lowered.

The vessel disappeared below the surface at about 01:50 hrs.

Estonia’s Mayday calls were received by 14 radio stations, including the Maritime
Rescue Co-ordination Centre (MRCC) at Turku in Finland. At the beginning the
ferry Silja Europa took the role of control station for the distress traffic. Confusion
and delay was caused because the distress traffic was not conducted in accordance

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with the procedures required by the international search and rescue radio
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regulations. Estonia's two distress beacons (EPIRBs) required manual activation,
which didn't happen. Had they activated automatically, it would have been
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clear. MRCC Turku did not announce on the radio that they were conducting the
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operation. Helsinki Radio did not hear the Estonia's distress calls, or the distress
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instead of the distress message requested by MRCC Turku.
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was not treated as a major accident. It was only formally designated as such at

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02:30. MRCC Turku started alerting rescue units at 01:26 hrs. One standby
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helicopter was alerted at 01:35 hrs, another at 02:18 hrs, and military helicopters at
02:52 hrs. Assistance by Swedish helicopters was agreed at 01:58 hrs.
The captain of the Silja Europa was appointed On-Scene Commander (OSC) at
02:05 hrs. The first rescue unit, the ferry Mariella, arrived on the scene of the
accident at 02:12 hrs; 50 minutes after the first distress call. MRCC Tallinn was
only informed of the accident at 02:55 hrs by MRCC Helsinki. The first helicopter
arrived at 03:05 hrs. Two Finnish helicopters landed survivors on the passenger
ferries. The other helicopters felt that this was too dangerous and carried rescued
persons to land.

An air co-ordinator arrived to assist the OSC at 06:50 hrs and a surface search co-
ordinator arrived at 09:45 hrs. The participating vessels did not launch lifeboats, or
Man Overboard boats, due to the heavy weather. Their rescue equipment was not
suitable for picking up people from the water, or from rafts. Winch problems in

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Chennai

three Swedish Navy helicopters seriously limited their rescue capacity. Some
helicopters carried journalists during the later rescue flights.

Of the approximately 300 people who reached the Estonia’s open decks, some 160
succeeded in climbing onto life-rafts, and a few climbed onto capsized lifeboats.
Helicopters rescued 104 people, and vessels rescued 34. One rescued person
subsequently died. A single Finnish helicopter rescued 44 survivors. Of the 989
people on board, 137 survived.

The summary of the official enquiry into the accident reads as follows: -

• There were no detailed design requirements for bow visors in the rules of
Bureau Veritas, the classification society concerned, at the time of the

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building of Estonia.
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The Finnish Maritime Administration was, according to a national decree,
exempt from doing hull surveys of vessels holding valid class certificates
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issued by authorised classification societies.
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The visor locking devices were not examined for approval by the Finnish
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•
Maritime Administration, or by Bureau Veritas
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• The visor design load and the assumed load distribution on the attachments
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did not take realistic wave impact loads into account.

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• The visor locking devices installed were not manufactured in accordance

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with the design intentions.

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• No safety margin was incorporated in the total load-carrying capacity of the

visor attachment system.
• The attachment system as installed, was only able to withstand a resultant
wave force slightly above the design load used.
• A long series of bow visor incidents on other ships, had not led to general
action to reinforce the attachments of bow doors on existing ro-ro passenger
ferries, including the Estonia.
• Wave impact loads generated on the night of the accident exceeded the
combined strength of the visor attachments.
• Wave impact loads on the visor increased very quickly with increasing
significant wave height, while forward speed had a smaller effect on the
loads.
• The SOLAS requirements for an upper extension of the collision bulkhead
were not satisfied.

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Chennai

• The general maintenance standard of the visor was satisfactory. Existing

minor maintenance deficiencies were not significant factors in the accident.
The official report indicated that the bow visor and ramp had been torn off at
points that would not trigger an "open" or "unlatched" warning on the
bridge, as is the case in normal operation or failure of the latches. There was
no video monitoring of this portion of the vehicle bay. However, a video
camera monitoring the inner ramp showed the water as it flooded the car
deck. Recommendations for modifications to be applied to similar ships
included separation of the condition sensors from the latch and hinge
mechanisms, and the addition of video monitoring. The report states “The
longer a ship is able to stay afloat in the event of an accident the more
successful evacuation and rescue operations will be.” The Estonia report is

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critical of the delays in sounding the alarm, the passivity of the crew and the
lack of guidance from the bridge. In 1999, special training requirements in
.co
crowd and crisis management and human behaviour were extended to cover
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the crew on all passenger ships, as well as amendments to watch keeping
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standards. Estonia's distress beacons or EPIRBs required manual activation

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which didn't happen. All EPIRBs were subsequently required to deploy
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automatically and the accident was instrumental in the move to legislate for
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the mandatory installation of Voyage Data Recorders. New IMO SOLAS
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life-raft regulations for rescue from listing ships in rough water were

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introduced, though launching such craft, even in training exercises, remains

dangerous for the crew. However "If you are out to sea, the best lifeboat is
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the ship itself." New designs, the “citadel concept”, once again influenced by
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Estonia, aim to ensure damaged ships have sufficient buoyancy to remain

afloat. SOLAS 90 which comes into effect in 2010 specifies existing
passenger ships stability requirements and ferries in North West Europe
must also be able to survive 50 cm of water on the car deck.

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Chennai

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COSTA CONCORDIA
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The incident of Coast Concordia where thirty-two people lost their lives so close
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to the shores of Italy that too in calm seas shook the conscious of the maritime
world and has been infamously declared as second TITANIC.
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On 13 January 2012, whilst the Costa Concordia was in navigation in the

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Mediterranean Sea (Tyrrhenian sea, Italian coastline) with 4229 persons on board
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(3206 passengers and 1023 multinational crewmembers), and at 21 45 07 LT

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(local time) the ship suddenly collided with the “Scole Rocks” at the Giglio Island.

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The ship had just left the port of Civitavecchia and was directed to Savona (Italy).
The ship was sailing too close to the coastline, in a poorly lit shore area, under the
Master’s command who had planned to pass at an unsafe distance at night time and
at high speed (15.5 kts).
The vessel immediately lost propulsion and was consequently affected by a
blackout. The Emergency Generator Power switched on as expected, but was not
able to supply the utilities to handle the emergency and on the other hand worked
in a discontinuous way. The rudder remained blocked completely starboard and no
longer handled. The ship turned starboard by herself and finally grounded (due to
favourable wind and current) at the Giglio Island at around 23.00 and was
seriously heeled (approximately 15°).From the analysis carried out under the direct
coordination of the Master, the seriousness of the scenario was reported after 16
minutes. After about 40 minutes the water reached the bulkhead deck in the aft
area.

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Chennai

The assessment of the damage was continued by the crew realizing, at the end, that
watertight compartments (WTC) nos. 4, 5, 6, 7 and 8 were involved.
These WTCs accommodated, among others
- within WTC 4 - main thrusts bearings and hydraulic units, machinery spaces air
conditioning compressors;
- within WTC 5 - propulsion electric motors (PEM), fire and bilge pumps,
propulsion and engine room ventilation transformers, propulsion transformers;
- within WTC 6 - three main diesel generators (aft);
- within WTC 7 - three main diesel generators (fwd); and
- within WTC 8 - ballast and bilge pumps.

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The Master did not warn the SAR Authority of his own initiative (the warning was
received by a person calling from shore). .co
Only at 2254.10 the abandon ship was ordered but it was not preceded by an
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effective general emergency alarm definitely (several passengers – in fact -
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testified that they did not catch those signal-voice announcement). At about 24 00
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the heeling of the vessel seriously increased reaching a value of 40°. During the
rescue operations it reached 80°.
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The first lifeboats result being lowered at 22.55 and at 23:10 they moved to the
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shore with the first passengers on board. Crewmembers, Master included,

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abandoned the bridge at about 23 20 (one officer only remained on the bridge to
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coordinate the abandon ship).

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At about 24 00 the heeling of the vessel seriously increased reaching a value of
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40°. During the rescue operations it reached 80°.At 00 34 the Master

communicated to the SAR Authorities that he was on board a lifeboat with other
officers.
All the saved passengers and crewmembers reached Giglio Island (the ship had
grounded just few meters from the port of Giglio).
The people died were 27 passengers and 5 crewmembers.
The analysis of this casualty briefly puts in evidence the following results (source
Marine Casualties Investigative Body – C/S Costa Concordia )
The navigation phases before the impact are to be considered as a crucial aspect,
because they relate with the causes originating the accident. In particular, the focus
is on the behaviour of the Master and his decision to make that hazardous passage
in shallow waters. The computer simulation somewhat confirmed delays in the
ship’s manoeuvring in that particular circumstance. In this respect, the following
critical points can be preliminarily indicated as contributing factors to the accident:

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Chennai

1. Shifting from a perpendicular to a parallel course extremely close to the coast by

intervening softly for accomplishing a smooth and broad turn;
2. Instead of choosing, as reference point for turning, the most extreme landmark
(Scole reef, close to Giglio town lights) the ship proceeded toward the inner
coastline (Punta del Faro, southern and almost uninhabited area, with scarce
illumination);
3. Keeping a high speed (16 kts) in night conditions is too close to the shore line
(breakers/reef); -
4. Using an inappropriate cartography, i.e. use of Italian Hydrographical Institute.
chart nr. 6 (1/100.000 size scale), instead of at least nr. 122 (1/50.000 size scale)
and failing to use nautical publications;
5. Handover between the Master and the Chief Mate did not concretely occur;

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6. Bridge (full closed with glasses) did not allow verifying, physically outside, a
clear outlook in night time (which instead could have made easier the Master eyes
adaptation towards the dark scenario).
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7. Master’s inattention/distraction due to the presence of persons extraneous to
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Bridge watch and a phone call not related to the navigation operations;

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8. Master’s orders to the helmsman aimed at providing the compass course to be
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followed instead of the rudder angle.

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9. Bridge Team, although more than suitable in terms of number of crewmembers,
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not paying the required attention (e.g. ship steering, acquisition of the ship

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position, lookout);
10. Master’s arbitrary attitude in reviewing the initial navigation plan (making it
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quite hazardous in including a passage 0,5 mile off the coast by using an
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inappropriate nautical chart), disregarding to properly consider the distance from

the coast and not relying on the support of the Bridge Team;
11. Overall passive attitude of the Bridge Staff. Nobody seemed to have urged the
Master to accelerate the turn or to give warning on the looming danger.
Therefore, the accident may lead to an overall discussion on the adequacy, in terms
of organization and roles of Bridge Teams.
12. The General Emergency Alarm was not activated immediately after the impact.
This fact led to a delay in the management of the subsequent phases of the
emergency (flooding-abandon ship process). With regard to the organization on
board, the analysis of crew certification, of the Muster List (ML) and of the
familiarization and training highlighted some inconsistencies in the assignment of
duties to some crewmembers.
13. In addition, the lack of direct orders from the Bridge to crew involved in safety
issues somehow hindered the management of the general emergency-abandon ship
phase and contributed to initiatives being taken by individuals. The presence of

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Chennai

different backgrounds and basic training of crew members may have played a role
in the management of emergencies.
14. About the different scope of the Minimum Safe Manning (MSM) document
and the Muster List (ML), the SOLAS regulation V/14.1 requires that the ship shall
be sufficiently and efficiently manned, from the point of view of the protection of
the safety of life at sea. This regulation makes reference, but not in a mandatory
way, to the Principles of Safe Manning adopted by the Organization by Resolution
A.890(21) as amended by resolution A.955(23).
15. Too often the scope of the Muster List is confused with that of the Minimum
Safe Manning. In fact, while the crew designated in the MSM has to meet the
STCW requirements for being appointed to specific safety tasks aboard the ship,
this may not be the case for those crew members to whom the same safety tasks are

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assigned through the ML (and not through the MSM).
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16. A combination of factors has caused the immediate and irreversible flooding of
the ship beyond any manageable level. The scenario of two contiguous
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compartments (WTC 5 and 6) being violently flooded - thus in a very short period
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of time after the contact (for WTC 5 the time for its complete flooding was only
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few minutes) - already represents a limit condition, as far as buoyancy, trim and
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list are concerned, in which the order for ship’s abandon is given to allow a safe

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and orderly evacuation.

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17. The ship stability was further hampered by the simultaneous flooding of other
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three contiguous compartments, namely WTCs 4, 7 and 8. The flooding of these

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additional compartments dramatically increased the ship’s draught so that Deck 0

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(bulkhead deck) started to be submerged. Also, the effect of the free surface
created in these compartments prior to their complete flooding (occurred in about
40 minutes) was detrimental for the stability of the ship, causing the first
significant heeling to starboard, which increased more and more the progressive
flooding of adjacent WTC 3. In WTC 3 the water entered from the bulkhead deck
(Deck 0), through the stairway enclosures connecting such deck to Deck C. 45
minutes after the contact, the heeling to starboard reached 10°, and just before
grounded 1h 09’ after the impact almost 20°. Then, 15’ after grounded, the heeling
was more than 30°.
18. A concomitant critical factor, caused by the severe and fast income of water,
was the immediate loss of propulsion and general services located in WTCs 5 and
6.
One of the consequences was that the various high capacity sea-water service
pumps (capacity between 500 to 1300 m3/h, fed by the main switchboard only) that

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Chennai

were fitted with a direct suction in the space where they were located became
unavailable.
19. It is noted that the rules applicable to the Costa Concordia did not require the
installation of a flood detection system in watertight compartments, and that the
ship was fitted, on a voluntary basis, with a computerized program capable to
verify the compliance of the loading conditions with the acceptance criteria set out
in SOLAS Chapter II-1. Therefore, said program was not (and was not required to
be) designed to provide direct information on the calculation of the residual
damage stability during the flooding.
20. The further analysis related to the sequence of the functioning of the
Emergency Diesel Generator (black-out of the main electrical network, isolation of
the emergency network and automatic starting of the emergency diesel generator),

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allowed to show that due to the high complexity of the electric
production/distribution network (bearing in mind that the violent impact and the
.co
enormous quantity of water that invaded the vital parts of the ship) created critical
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aspects that generated uncontrollable consequences and damage and the
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connection between the Emergency Diesel Generator and the related Switchboard,
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which initially worked and after collapsed, and then worked forcedly in a
discontinuous way.
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2l. Another factor that may have impaired the management of the situation was the

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lack of orders according to the Muster. Some contribution in the disorienting
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situation could be due also to the wireless communication system, which is not
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supplied by emergency power.

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22. Poor consideration can be made about the five contiguous watertight
compartments, where most of the vital equipment of the ship was located, because
no residual stability could have been maintained either by the Costa Concordia or
any other ship. However the stability calculation and simulation showed that the
ship responded to the SOLAS requirement applied to her. Casualty caused by
Master and staff present on Bridge. Lack of coordination in an emergency.-did not
follow SMS procedures.

Moreover, in spite off the DPA was continually being warned about the serious
development (The Master was in contact with DPA between 21 57 58 to 23 14
34), DPA never asked Master to speed up the Master to plan the abandon ship..

Costa Concordia was certified for a maximum of 3780 passengers and a total
maximum of 4890 persons on board. At the time of the collision there were 4229
persons on board the vessel; 3206 passengers and 1023 crew. The muster drill had

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Chennai

not yet been held for the 696 passengers who boarded the vessel in Civitavecchia
(Port of Rome).

Lack of information or understanding about the extent of the damage and flooding.
Within 10 minutes of the collision the Chief Engineer had informed the personnel
on the bridge about flooding in two WTC (No. 6 & 7). A 2nd Engineer’s report on
the flooding in WTC No. 5 was passed onto the bridge. The Chief Mate then
informs the Staff Captain (ships second-in-command) about flooding in WTC No.
5, 6 & 7. Despite this at 22:20 pm (35 minutes after the collision) the Captain is
still asking how many compartments are flooding to which the confirmation “3
compartments flooded” is given. It is not clear when or if the bridge team became
aware of flooding in WTC No. 4 & 8.

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Delay in managing the emergency. The original collision occurred at 21.45 pm but
.co
the General (Abandon ship) Alarm was only given at 22.48 pm. Even assuming
that just two WTC were flooded the appropriate action would be to immediate
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sound the general emergency alarm to get the passengers to their muster stations in

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preparation for a safe and orderly evacuation should the abandon ship order need to
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be given.
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Following the massive jolt and noise caused by the original collision, and the

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subsequent blackout the initial message to the passengers via the public
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announcement system was “Ladies and gentlemen, your attention please, I speak
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on behalf of the Captain, we are currently in a blackout experience an electrical

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fault. At this point the situation is under control”. At some point, passengers and
crew started spontaneously putting on lifejackets, and assembling in the lifeboat
areas. Again, a member of the crew, under the captain’s command, informed the
passengers that “We kindly ask you to return to your cabin or if you prefer you can
stay in the lounges. Once we’ve finished addressing the problem that we have the
electrical problem with the generator everything will be fine. This is why we have
these emergency lights. Everything is under control. If you wish to remain here,
that’s fine but I kindly ask you to return to your cabin and stay calm”. This was
despite the fact that the ship probably had a noticeable list and it would have been
fairly obvious to many people that there was more than just an electrical problem.

Seeming lack of coordination and direction from bridge team to crew involved in
safety issues hindered the management of the general emergency and abandon ship
phases and contributed to initiatives being taken by individuals. Some of this poor
communication seems to have been put down to the lack of wireless telephone
system between the key personnel involved in the emergency.

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Chennai

Possible lack of understanding or training of some of the crew about their

individual roles and responsibilities in an emergency. Some of the officers in
charge of the lifeboats either did not possess the correct safety certification or their
certificates had expired. The majority of the crew were Filipinos, Indian, and
Indonesia. In total the crew was made up of 38 different nationalities. Not all the
crew were able to understand the emergency instructions in the ships working
language (Italian).

Following the initial missed critical turn and the subsequent collision, Costa
Concordia lost propulsion power but its momentum continued to carry the vessel
past the port of Giglio. The vessel continued to slow down and moves away from
the Island into deeper water, probably aided by and the rudder being hard to
starboard. The ship continued to slow down until it is almost dead in the water,

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resulting in the loss of the ability to actively steer the vessel. Under the influence
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of the wind/waves the ship then drifts back towards the island and the second
grounding. There was some speculation about whether the vessels bow thrusters
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may have been used to help rotate the bow back towards the port, however, it’s not

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clear whether there was actually any power for the thrusters. The wind was
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blowing from East-North-East at a speed of 17 knots that intensifies up to 19 knots

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at 23.00 pm. Normally, if a ship is be deliberately grounded to prevent it from

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sinking it would be manoeuvred so that the bow is pointing towards the beach and

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then driven ahead. However, with limited or no steering ability the Costa
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Concordia drifted sideways onto the rocky seabed near the Island.
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Evidently not understanding the extent and potential consequences of the damage
and flooding the captain delayed sounding the general emergency alarm. Instead,
he waits until the ship is closer to the shore and a more sheltered location before
sounding the alarm and issuing the abandon ship order. The abandon ship order
can never be an easy order to give especially on a cruise ship. The Captain will
know that there is the distinct probability of some passengers being in injured
during such an operation and even a possibility of fatalities, particularly if the
operation has to be conducted at night in the open sea.
The Ship Crew list,
The crew is divided as follows:
- - Officers, numbering - 39 - - Deck crew, numbering 77 - - Engine crew,
numbering. 58 - - Hotel department, numbering. 581- - Complementary services,
numbering. 268.

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Chennai

Persons belonging to 38 different nationalities were embarked on board, the most

represented are (see Crew List of Costa Concordia at Civitavecchia departure on
13 January 2012):
Philippines, 294 persons; India, 202 persons Indonesia 169 persons.

AFTERMATH.
In July 2014 the vessel was refloated after a spectacular engineering
operation which lasted more than year and towed to her home port Genoa for
scrapping.
The Captain of the ill-fated ship has been sentenced to 16 years in prison by
the Italian court for man slaughter, causing the wreck and abandoning his
post.

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The wreck of the Costa Concordia cruise ship in front of the harbour of Isola
del Giglio, Italy, after it was refloated using air tanks attached to its sides, on
July 22, 2014. The Costa Concordia is was towed away from the spot to the
port of Genoa in northwest Italy

THE SOUTH KOREAN FERRY DISASTER. The sinking of MV Sewol .

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Chennai

Occurred on the morning of April 16, 2014, en route from Inchon to Jeju South
Korea. The ferry capsized while carrying 476 people, mostly secondary school
students . ] In all, 304 passengers and crew members died in the disaster. The ship
was built in 1994 by Hayashikane Dockyard, who had operated her in Japan for 18
years without a single accident. Soon after the purchase, the South Korean
company made extensive modification by adding a total of 240 passenger cabins
to the third, fourth, and fifth decks. This led to an increase in the passenger
capacity from 804 to 921 and an increase in weight by 239 tons It was reported that
M.V.Sewol has safety inspection by South Korean Cost Guard on 19 February
2014, two months prior the tragedy.
On 16 April at 8:00 a.m. (KST), the 25-year-old third mate, Park Han-gyeol, began

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her scheduled four-hour shift on the bridge. Although Park had only one year of
experience in steering ships and an additional five months of experience on Sewol,
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she was to guide the ship while steering at the helm. During this time, Captain Lee
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was not required by law to stay at the bridge; he left the helm at 8:08 a.m. and did
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not return for the next 30 minutes.

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Sometime before 8:48 a.m., Sewol entered the Maenggol Channel, which is
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notorious for its strong underwater currents, The channel, which is 6.0 km long

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and 4.5 wide, is located 18 km from Jindo Island and serves as a shortcut through

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the islets of the South coast of Korea. The water temperature in the area was
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measured to be around 12 degrees Celsius, which can cause hypothermia in 90

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minutes.

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Park had no previous experience of steering through the channel. CCTV data later
recovered showed Captain Lee returning to the helm at 8:37 a.m. and leaving at
8:41 a.m., Sewol followed its usual course until the sharp turn right before
8:48 a.m., Cho was steering the ship on a course of 135 degrees, or southeast. At
8:48, Third Mate Park, who was monitoring the radar and radio in the ship, came
to believe that another ship was approaching in a collision course and gave two
orders to Helmsman Cho to turn the ship, first to 140 degrees, then to 145 degrees.
The fast undercurrents of the area necessitated that turns must be smaller than five
degrees and Park had previously received instructions from the regular captain that
turns over five degrees should be performed with care, as Sewol's restoring
force was low. The expert advisory panel on the police-prosecution joint
investigation team later agreed that a turn greater than five degrees made under any
conditions would have upset the ferry, concluding that she was in no shape to carry
passengers.

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Chennai

Starting at 8:48 a.m., Cho heard Park's orders and made turns to starboard. The
second turn, of 10 degrees in one second, from 8:49:12 to 8:49:13, is considered
especially sharp The chief engineer testified that the ship began tilting right after
Park's last order.
As Helmsman Cho sharply turned the wheel from 135 to 150 degrees, Sewol began
to list to port and tilt towards the water. The overall effect was that the ship turned
about 45 degrees to the right, then rotated 22 degrees on the spot for a span of 20
seconds. The cargo falling to one side of the ship caused Sewol to lose all her
restoring force and allowed water to flow into the ship through the side door of the
cargo loading bay and the car entrance located at the stern. This scenario was
confirmed by simulations separately run by the expert advisory panel on the joint
investigation team, the Korea Research Institute of Ships and Ocean Engineering,

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and the Advanced Marine Engineering Center of Seoul National University
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At the time of the accident, the captain was in his private cabin and the third mate
was at the helm. The captain is reported to have returned to the bridge and
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attempted to re-balance the ship immediately after the accident. After a short

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period, all the ship's mates and helmsmen arrived there as well. Around this time,
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the chief engineer stopped the engines. The lights went off immediately after.
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As Sewol began sinking, the ferry’s intercom system started ordering the

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passengers to stay put, alleging that moving was dangerous. The announcements

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were made by a communication officer, Kang Hae-seong, who had not consulted
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the manual before the broadcast. The announcements began broadcasting by at

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least 8:52 a.m and continued even when water began flooding passenger

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compartments. Other crew members corroborated this order, instructing passengers

to stay put. Captain Lee also instructed passengers to stay put and did not change
the order even as he was leaving the ship.

At 8:52 a.m, a student called the national emergency service number and was
connected to the Jeollanam-do fire station and reported that the ship was capsizing.
At 8:55 a.m., Sewol's crew made their first distress call to the Jeju vessel traffic
service and asked the Jeju VTS to notify the Coast Guard, as the ferry was rolling
and in danger. The ship then began communicating with the Jindo VTS, which was
closer to its location. At 9:06 a.m., the Jindo VTS attempted to establish contact
with Sewol, which it did at 9:07 a.m. At this point, the crew confirmed to VTS that
the ferry was capsizing. At 9:14 a.m., the crew stated that the ship's tilting made
evacuation impossible. At 9:18 a.m., the crew reported that the ferry had tilted
more than 50 degrees to port..Around 9:30 a.m., the captain gave orders to
evacuate the ship, though the order may not have been relayed to all the
passengers. At 9:33 a.m., after confirming that nearby ships had volunteered to

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Chennai

help in the rescue operations, VTS told all ships to drop lifeboats for the
passengers. At 9:38 a.m., all communications were cut off between VTS and the
ferry. About three minutes after all communications were cut, about 150 to 160
passengers and crew jumped overboard. The ship took two and a half hours to sink.

Causes
As of 17 April 2014, the ROK Coast Guard concluded that an "unreasonably
sudden turn" to starboard, was the cause of the capsizing. According to the Coast
Guard, the sudden turn caused the cargo to shift to port, causing the ship to list and
to eventually become unmanageable for the crew.
Overloading and improperly secured cargo are also being seen as direct causes.

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The MV Sewol was carrying 3,608 tons of cargo, more than three times the limit of
987 tons. .co
The Sewol was carrying only 580 tons of ballast water, much less than the
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recommended 2,030 tons; this would make the vessel more prone to list and
capsize.

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An inexperienced crew and redesigns of the ship to handle more passengers and
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cargo were also cited as factors in the disaster.
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On 19 April, the captain of the ferry was arrested on suspicion of negligence of
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duty, violation of maritime law and other infringements. The captain had
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abandoned the ship with passengers still aboard the ferry, while South Korean law

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explicitly requires captains to remain on the ship during a disaster. Two other crew
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members, a helmsman and the third mate, were also arrested on that day on
suspicion of negligence and manslaughter. By 26 April, twelve further arrests had
been made with the whole crew responsible for navigation in detention.
On 15 May, Captain Lee Jun-seok, First Mate Kang Won-sik (who was responsible
for managing the ship's ballast), Second Mate Kim Young-ho, and Chief Engineer
Park Gi-ho were indicted on charges of homicide through gross negligence (also
described as murder), which carry a potential death penalty. The other eleven crew
members face lesser charges of abandoning the ship and ship safety offences.
Three crew members, are credited by survivors with staying aboard the ferry to
help passengers escape. All three went down with the sinking vessel.
On 28 April 2015 Captain Lee was found guilty of murder and sentenced to life
imprisonment, while those for 14 other crew members were sentenced to a
maximum of 12 years, including 10 years for chief engineer Park, whose murder
conviction was overturned. Judge Jeon Il-ho explained "We drew a distinction

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Chennai

between the Captain Lee Joon-seok who has a grave responsibility and crew
members who took orders from the captain.

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The hull of the Sewol is held afloat with 35-ton underwater lift bags and divers take
shifts entering each floor of the sunken ship
CHAPTER 3

SURVEY OF PASSENGERS SHIPS (Under Indian Flag)

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Types and frequency of surveys-(1) Every passenger ship shall be subject to the
following surveys, namely :-
(i) Initial survey before ship is commissioned into service for the first time under
Indian flag;
(ii) Periodical survey; and
(iii) Additional survey or surveys as may be necessary in the case of a particular
ship.
(2) Initial survey shall be made in the case of a new construction or a ship acquired
second hand. No ship shall be commissioned into service under Indian flag unless
it is subject to an initial survey.
(3) After commissioning into service every ship shall be subjected to a periodical
survey once in every twelve months:

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(4) Where any passenger ship meets with any accident or where any defect is
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detected in its hull machinery or equipment, it shall be subjected to additional
survey or surveys after every such occurrence.
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Ports of survey-Surveys of passenger ships shall be conducted at the ports of

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Bombay, Calcutta, Madras, Cochin, Visakhapatnam, Marmugao and Bedibunder :
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Provided that the Central Government may, by notification in the Official Gazette,
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declare additional ports of survey.

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Plans-Every application for survey shall be accompanied by such plans as will
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furnish requisite information relating to the structural strength of the ship, its hull,
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machinery and other earth equipment and fittings. Where necessary, the master of

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the ship shall furnish such additional plans, information and explanations as the
surveyor may require.

Initial survey-The initial survey conducted before commissioning any ship into
service shall include the complete inspection of its structure, including the outside
of the ship’s bottom and the inside and outside of the boilers. The survey shall be
such as to ensure that the arrangements, material and scantling of the structure,
boilers and other pressure vessels and their appurtenances, auxiliary machinery,
main electrical installation, radio telegraph installation, in motor life boats, or table
radio apparatus for survival crafts, life saving appliances, fire detecting and
extinguishing appliances, radar, echo sounding device, gyro compass pilot ladders
mechanical pilot hoists and other equipments fully comply with the provisions of
the Act and rules made there under. The survey shall be such as to ensure that the
workmanship of all parts of the ship, its machinery boilers and equipment is in all
respects satisfactory and that the ship is provided with the lights and means of

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making sound signals as required by the Merchant Shipping (Prevention of

Collisions at Sea) regulation.

Periodical survey-The periodical survey shall include the inspection of the ship’s
structure, boilers sand other pressure vessels, machinery and equipments including
the outside the ship’s bottom. The survey shall such as to ensure that the ship as
regards the structure of boilers and other pressure vessels and their apurtenances,
main and auxiliary machinery, electrical installation, radio installation, radio
telegraph installation in motor life boats, portable radio apparatus for survival
crafts, life saving appliances, fire protection, fire detecting and extinguishing
appliances, radar echo sounding device, gyro compass pilot ladders, mechanical
pilot hoists and other equipment is in a satisfactory condition and fit for the service
for which it is intended and that it complies with all applicable provisions of the

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Act and rules made there under. The lights and means of making sound signals and
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distress signals carried by the ship shall also be subject to the above mentioned
survey for ensuring that they comply with the requirements of the Merchant
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shipping (Prevention of collisions at Sea) Regulations, 1975.

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Inspection of hull during periodical survey-

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(1) The hull of every passenger ship shall be examined in drydock after it has been

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cleaned and before it is painted at the time of annual dry docking required under

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these rules. The propeller shaft where required shall be withdrawn for examination.
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All side scuttles, valves and other fittings for preventing the accidental admission
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of water into the ship shall be examined either in drydock or otherwise, as

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convenient to ensure that they are in an efficient condition. In ships having a large
number of scuppers and sanitary and other discharges, withdrawal of all the valves
for examination at any one survey is not necessary except in the case of discharges
from the main and auxiliary machinery. In all such cases, at least 25 per cent of the
valves shall be examined at each annual survey in rotation.

(2) The interior structure shall be exposed sufficiently; ceiling; deck coverings
shall be removed to enable proper examination to be carried out. Particular
attention shall be paid to the structure under the boilers and main machinery and
the forward and after ends of the ship. Twenty-five percent of the interior structure
including fresh and ballast water double bottom tanks shall be examined internally
every year but double bottom tanks containing oil fuel shall be opened up for
examination in a period of ten years until the ship is twenty years old and thereafter
in a period of four years. All double bottom, peak and deep tanks shall be pressure
tested at least once every five years.

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(3) All watertight doors and the means of closing them shall be inspected and
tested.
(4) The sub-division load line marking shall be verified.

Inspection of machinery during periodical survey-(1) In the case of a ship with only
one set of propulsion engines, fifty per cent of the machinery shall be surveyed at
each annual survey completing the survey of entire machinery once in two years .
(2) In the case of ships fitted with more than one set of engines, the engines shall
be surveyed in rotation, the survey schedule being so arranged that the entire
machinery shall be surveyed once in five years and not less fifty per cent
machinery of one set of engines, together with its shafting and auxiliaries, being
surveyed at each annual survey.
(3) In the case of any ship in which steam turbines are supplied with steam from

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high pressure water tube boilers, the turbines shall be examined once in four years
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if there are more than one set of turbines or once in two years where there is only
one set of turbine.
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(4) For the purpose of ensuring proper survey shaft bearings thrust surfaces shall

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be exposed and the shafts turned for a complete examination.
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(5) All essential pumps, in-lets and discharge valves connected with the machinery
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shall be opened up and, where necessary, propeller shafts withdrawn.

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Inspection of propelling machinery during periodical survey-At every periodical survey,
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the following parts of propelling machinery shall be opened up for survey, namely:
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(a) Internal combustion engines-Cylinders, pistons, valves, covers, piston rods,

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connecting rods, crossheads, valve gear, top and bottom ends, main bearings fuel
pumps, scavenge pumps and blowers superchargers, air compressors coolers, air
receivers, air pipe system, safety devices and transmission gears, cooling and
lubricating oil system and their pump. Selected lengths of starting air pipes shall be
removed and examined internally every four years.
(b) Steam Turbines- Turbine casings, relief valves, rotors and blades and
transmission gears.
(c) Steam Reciprocating Engines- Cylinders valves chests, piston valves,
crossheads, piston rods, connecting rods, top and bottom ends, main bearings and
valves gear.

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Survey of electrical installations during periodical survey-At each periodical

survey-
(a) The insulation resistance of various circuits, motors and generators shall be
ascertained and scrutinised;
(b) The general condition of stators, rotors, wirings, electrical connections, control
gear and safety devices shall be examined.
(c) The fittings of main and emergency switch boards, section boards and
distribution boards shall be examined and protective devices tested for their
efficiency;
(d) All electrical cables shall be examined, as far as practicable; and
(e) Main and emergency lighting and circuits shall be examined under operating
conditions.

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Survey of boilers and other steam generators during periodical survey-(1)
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Water tube boilers supplying steam to main propulsion machinery and steam
heated steam generators shall be examined internally and externally at intervals of
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not more than two years. All boilers, superheaters, economisers and air heaters

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shall be examined internally and externally and where considered necessary, the
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pressure parts are to be tested by hydraulic pressure and the thickness of the plated
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and tubes ascertained. All the mountings on boilers, superheaters and economisers

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mounting o boilers, superheater and economisers shall be opened up and examined

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and on completion of survey, the safety valves adjusted under steam to the
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approved working pressure.

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(2) Where boilers are so placed in a ship that the bottom of the boilers cannot be

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examined, the boiler should be fitted out for inspection at least one every four
years.
(3) where a boiler is of such dimension of form that a satisfactory internal
examination cannot be made, it shall be examined as far as and subsequently tested
by hydraulic pressure at each survey.

Survey of screw and tube shafts during periodical survey-Screw shaft and tube
shafts fitted with continuous liners or running in oil shall be withdrawn for
examination at intervals not exceeding four years. All other screw and tube shafts
shall be examined at intervals of two years.

Survey of steering gear and windlass machinery during periodical survey-

Steering gear and windless machinery shall be opened up for examination every
two years. Where the steering gear is operated by hydraulic pumps, all pumps shall
be opened for examination once in a five years period.

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Survey of auxiliary machinery during periodical survey-All auxiliary

machinery driving electric generators, air compressors and all essential pumps
shall be opened up for examination once in a four years period.

Survey of pumping arrangements during periodical survey- All bilge pumping

arrangements shall be tested under working condition and oil fuel, lubricating and
ballast pumping arrangements shall be generally inspected and where necessary
opened up or tested as considered necessary by the surveyor.

Running survey-(1) The hull and machinery of any ship may be surveyed on the
“running survey” principle, that is to say, all parts of hull, machinery, equipments,
appliances and other parts of the ship which are required to be surveyed during
periodical survey need not be opened up and surveyed on one occasion but may be

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opened up and surveyed at different occasions; provided all parts of such ship shall
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be opened up and surveyed within the period specified in Rule 171 to 178 so that
full survey of the ship is completed within the period required by these rules.
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(2) Running survey of different parts of a ship or its machinery, equipments and
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appliances shall be so arranged that in no case the interval between two surveys of
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the same part exceeds the period specified in Rules 171 to 178. For this purpose a

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proper schedule of running surveys may be drawn up and approved by the Director
General.

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Defects in hull, machinery and equipment of a ship- (1) If a surveyor finds that

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defects exist in the hull, machinery of equipment of a ship, he shall inform the
Master or Owner of the ship in writing of such defects and the repairs necessary to
make good the defects. In any such case, the surveyor, when requisite repairs are
carried out shall pay one or more visits to the ship, as necessary, to satisfy himself
that the repairs and renewal have been executed satisfactory.

(2) Where the Master or Owner of the ship does not carry out such repairs or
renewals to the satisfaction the surveyor, the surveyor may refuse to give a
declaration of survey in respect of the ship.

Declaration of survey-(1) If on completion of survey the surveyor is satisfied that

the ship complies with all applicable requirements of these rules, he shall issue a
declaration of survey in respect of that ship:
Provided that declaration of survey may not be issued to any ship so surveyed
unless the outside of its hull and fittings have been inspected in a dry dock or a
slipway during twelve months preceding the date or shipway.

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(2) Declaration of survey granted under sub-rule (1) shall in no case be for a period
exceeding twelve months from the date of last inspection of the outside of the hull
and fittings of such ship in a dry dock or slipway.

Issue of certificate of survey-If, on completion of survey and scrutiny of the

declaration of survey, the principal officer is satisfied that he can properly do so,
he shall issue the certificate of survey and/or any other certificate or certificates as
may be necessary having regard to the nature of voyages on which ship is engaged.

Merchant Shipping Act

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MS ACT 1958 Part VIII sections 219 to 282 refers to requirements for passenger
ships(Section 240 ). .co
A ship intended to carry unberthed passengers or pilgrims( S T P Ships ) shall not
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to sail without certificates A and B
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The customs collector whose should not grant a port clearance for the ship unless
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the master holds the afor certificates. A and B.

241.Contents of certificate A.

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(1) shall state that the ship is seaworthy and properly equipped, fitted and
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ventilated, and-
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(a) in the case of an unberthed passenger ship, the number of passengers which
she is capable of carrying;

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(b) in the case of a pilgrim ship, the number of pilgrims of each class which she is
capable of carrying.
(2) Certificate A shall be in the prescribed form and shall be in force for a period
of one year from the date of issue or for such shorter period as may be specified
therein and it shall be issued in duplicate.
(3) Where the master of a ship produces to the certifying officer a certificate of
survey or a safety certificate the certifying officer may, accept them in lieu of
certificate A.

Contents of certificate B-- The second of the certificates (hereinafter called

certificate B) shall be in the prescribed from and shall state--
(a) the voyage which the ship is to make, and the intermediate ports (if any) at
which she is to touch;

(b) that she has the proper complement of officers and seamen;

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(c) that the master holds—

(i) a certificate of survey and certificate A; or (ii) a passenger ship safety certificate
accompanied by an exemption certificate, a special trade passenger ships safety
certificate and a special trade passenger ship space certificate; or
(iii) a nuclear passenger ship safety certificate;

(d) that she has on board such number of medical officers licensed in the
prescribed manner and such number of attendants, if any, as may be prescribed; (e)
that food, fuel and pure water over and above what is necessary for the crew, and
the other things (if any) prescribed for special trade passenger ships or pilgrim
ships, have been placed on board, of the quality prescribed, properly packed, and
sufficient to supply the special trade passengers or pilgrims on board during the

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voyage which the ship is to make according to the prescribed scale; (f)if the ship is
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to make a voyage in a season of foul weather specified, and to carry upper-deck
passengers, that she is furnished with substantial bulwarks and a double awning or
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with other sufficient protection against the weather;

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(g)the number of cabin and special trade passengers embarked at the port of
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embarkation;

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(h)such other particulars, if any, as may be prescribed for special trade passenger
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ships or pilgrim ships.

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Officers entitled to grant certificates-The person by whom certificate A and
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certificate B are to be granted shall be the officer appointed by Govt of India as the
certifying officer.

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Chennai

Classes of passenger ships (as defined in Merchant Shipping (Construction and

Survey of Passenger Ships) Rules, 1981 (44 of 1958)
• Any Indian ship and any sea going sailing vessel shall be arranged in the
following classes, namely :
• A-PASSENGER SHIPS
• Class I-Passenger ships engaged on international voyages other than ships of
classes II, III and IV.
• Class II- Passenger ships engaged on short international voyages other than
ships of class IV.

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• SPECIAL TRADE PASSENGER SHIPS.
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• Class III-Special trade passenger ships engaged on international voyages
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other than ships of class IV.
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• Class IV-Special trade passenger ships engaged on short international
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voyages.
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• Class V-Special trade passenger ships and passenger ships other than ships
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of classes VI and VII engaged on voyages other than international voyages.
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• Class VI-Special trade passenger ships or passenger ships engaged on

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voyages on the coasting trade of India during the course of which they do
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not go more than 20 nautical miles from the nearest land. such ships shall
not cease to be ships of class VI merely by reason of the fact that they cross
20 nm during their voyage the Gulf of Kutch.
• PASSENGER SHIP CLASS VII
• Class VII-special Trade Passenger Ships engaged on voyages in fair season
between ports in India during the course of which they do not go more 5
miles from the nearest land.
Passenger vessels registered in the United Kingdom
• Class-I. Passenger ships engaged on long international voyages(more than
200 miles from a port). These include cruise ships and deep sea cargo
vessels carrying 13 or more passengers.
• Class – II Passenger ships engaged on short international voyages, for
example, cross channel ferry ( less than 200 miles from a Port).

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• Class-III. Passenger ships engaged on voyages in the course of which they

are at no time more than 70 miles by sea from their port of departure
• Class-IV. Passenger ships engaged on voyage in narrow waters, canals
and tidal. rivers, namely category A,B,C & D.

Category A- Narrow rivers and canals depth generally < 1.5 Mtrs.
Category B- Wider rivers and canals. Depth generally > 1.5 Mtrs and wave eight
not expected to exceed 0.6 mtrs at any time.
Category C- Tidal rivers and estuaries, deep lakes and locks where wav height is
not expected 1.2 mtrs at any time.
Class D- Tidal rivers and estuaries where the wave height could not be expected to
exceed 2.0 metres any time.

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Short international voyage means an international voyage in the course of which a
ship is not more than 200 miles from a port or place in which the passengers and
crew could be placed in safety.
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Additional certificates for passenger ships.
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In addition to the certificates required to be carried as per IMO CIRC
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FAL.2/Circ.127 MEPC.1/Circ.817 MSC.1/Circ.1462 1 July 2013 (Does not

include certificates or documents required by other international organizations or
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governmental authorities.)
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Passenger ships shall carry:

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1 .Passenger Ship Safety Certificate

A certificate called a Passenger Ship Safety Certificate shall be issued after
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inspection and survey to a passenger ship which complies with the requirements of
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chapters II-1, II-2, III, IV and V and any other relevant requirements of SOLAS
1974. A Record of Equipment for the Passenger Ship Safety Certificate (Form P)
shall be permanently attached. Ref SOLAS 1974, regulation I/12; 1988 SOLAS
Protocol, regulation I/12
2, Special Trade Passenger Ship Safety Certificate for Special trade passenger
ships.
A Special Trade Passenger Ship Safety Certificate issued under the provisions of
the Special Trade Passenger Ships Agreement, 1971. STP 71, rule5
3. A certificate called a Special Trade Passenger Ship Space Certificate shall be
issued under the provisions of the Protocol on Space Requirements for Special
Trade Passenger Ships, 1973.
Ref; SSTP 73, rule 5.
4.Search and rescue cooperation plan
Passenger ships shall have on board a plan for cooperation with appropriate search
and rescue services in event of an emergency.

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Ref : SOLAS 1974, regulation V/7.3.

5.List of operational limitations.
Passenger ships shall keep on board a list of all limitations on the operation of the
ship, including exemptions from any of the SOLAS regulations, restrictions in
operating areas, weather restrictions, sea state restrictions, restrictions in
permissible loads, trim, speed and any other limitations, whether imposed by the
Administration or established during the design or the building stages.
SOLAS 1974, regulation V/30

6. Decision support system for masters

A decision support system for Masters of passenger ships is made mandatory to all
passenger ships built after July 1997, by SOLAS Chapter III Regulation 29 based

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on IMO resolution Res.796 DT 23 November 1995. Those constructed before
July 1997 shall comply with the regulation by first periodical survey after 1 7
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1999.
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A modern high-tech passenger ships today have to check a number of manuals
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plans alarms and gauges for situation monitoring and detect critical trends for use
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in case of emergencies such as collisions, groundings, capsizing/sinking, or fire

while emergency is developing. The retrieval of information can be time
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consuming and confusing during emergencies.
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In order to improve capacity for rapid decision-making in emergency situations, it

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is recommended that a decision support system for emergency management with a

computer-based monitoring system and a graphical interface is provided on the
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navigation bridge.
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The system should, as a minimum, be for following minimum emergency

shipboard situations:
1. fire;
2. damage to ship;
3. pollution;
4. acts threatening the safety of the ship and the security of its passengers and
crew;
5. personnel accidents;
6. cargo-related accidents; and
7. emergency assistance to other ships.
The emergency procedures should also provide decision support for handling any
combined situation. Emergency procedure manuals should have a common format
and should be easy to use, and the procedures should cover all likely emergency
scenarios. It should be required that damage control procedures use the actual
loading condition as calculated for the ship’s voyage stability.

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SPECIAL TRADE PASSENGER SHIPS.

AGREEMENT & RULES 1971, IN FORCE 02-01-74.
Special trade means carriage of large number of special trade passengers (STPs) by
sea with in areas specified (east coast of Africa, west coast of Africa, south coast
of Asia, ships carrying pilgrims for Haj).
Special trade passenger means a passenger carried in special trades in spaces on
weather deck, upper deck and or between decks which occupy more than 8
passengers.
Special trade passenger ship means a mechanically propelled passenger ship which
carries large number of STPs. Weather deck means uppermost continuous deck
fully or partially exposed to weather which may be wholly or partially used by the

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STPs. Spaces including airing spaces allotted for the accommodation or use of
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STPs must be kept free of cargo.STP ship should comply with the International
Health regulations with regard to circumstances and nature of voyage.
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STP ship shall be issued with STP ship safety certificate. This certificate should be
posted in a prominent place/ location in the ship.

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An S. T.P classed vessel-Passenger/cargo ship "Dumra" (4,867 tons gross, built 1946 by
Barclay, Curle & Co. Ltd., Whiteinch), owned by British India Steam Navigation Co. Ltd. of
London, leaving Kuwait in August 1967. Her passenger capacity was 20 1st class, 30 2nd class
& 1,537 deck and she operated on the Bombay/Gulf service all her life. She was laid up in 1978
& sold to Bombay ship breakers the following year.

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Validity of Passenger ship certificate

Certificates shall be valid for 12 months from the date of expiry of the existing
certificate.

Further, the Certificate “A” & Certificate of Survey for Indian Special Trade
Passenger (STP) ships operating exclusively in the coast of India may be issued
for a maximum period of twelve months from the date of last inspection of the
hull and fittings of such ship in a dry-dock (date of undocking survey), under
special circumstances, by the concerned Principal Officer. The special
circumstances in this case are where the ship has been laid-up or has been out of
service for a considerable period because of a major repair or modification, but
does not include any previous extension granted to the certificate. However, no

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extension to the Certificate ‘A’ or Certificate of Survey for STP ships, further
to the twelve months from the date of undocking survey, shall be permitted in
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such cases and the validity of the certificate shall be brought in alignment with the
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‘anniversary date’ of the Load line certificate by the next scheduled Annual
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Passenger Ship Survey (APS)

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Changes in the procedures for survey and certification of passenger ships in Indian
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Coast falling under STP class
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DG shipping by M S notice no 23, dt 1st October 2013 has specified certain
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changes in the procedures for survey and certification of passenger ships in Indian
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Coast falling under STP class
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As per the existing provisions of the rule 170 of Merchant ship act,a passenger
ship has to be examined in dry dock at every periodical survey .Under the I M O
guidelines for harmonised system of survey and certification, (Ref Resolution A
.1053( 27)and MSC .1 circ 1348) Chief Surveyor of Govt of India promulgated a
new streamlined procedures for survey, certification of Indian passenger ships,
including dry dock survey. This also recogonises technological innovations in
anticorrosive materials, quality endurance and effectiveness of hull coatings, and
improved technology in water repair methods and surveys (IWS) .The practice
followed by other maritime countries also requires an effective implementation of
a five year inspection regime.
Major provisions of this guide lines are
1.The anniversary date of Passenger ship certificates other than B certificate
shall be aligned with International Load Line certificate.
2.Periodical survey cycle of Hull and Machinery shall be in line with classification
survey schedule as prepared by the respective RO.

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4.The owner shall submit plan to the concerned Mercantile Marine Department
for obtaining certificate of survey for passenger ship, also known as A certificate.
5.Requirements of inspection of ships bottom has been reduced and is determined
by the age of the ship.
Under certain conditions under water inspection in a dry dock may be substituted
by an in water survey depending on the age of the ship and inspection regime.
In any case, the bottom inspection in dry dock to be held within 15 months
window period from the date of the fourth annual survey to the renewal survey of
International Load Line certificate.

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Copies of the video recording of entire hull including propeller sea chest,
overboard discharge valve with a report of findings and condition should be
submitted to the owners, class MMD .A certified copy will be given to ship. The

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onboard copy to be retained till the entire life of the ship and a statement by the
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Master that No undue vibrations felt during the operation of the ship
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Athens Convention relating to the Carriage of Passengers and their Luggage

by Sea (PAL).
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Adoption: 13 December 1974; Entry into force: 28 April 1987; 2002 Protocol: Adoption: 1
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November 2002; in force from 23 April 2014.

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The Convention was adopted at a Conference, convened in Athens in 1974 and

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was designed to consolidate and harmonize two earlier Brussels conventions
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dealing with passengers and luggage and adopted in 1961 and 1967 respectively.
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The Convention establishes a regime of liability for damage suffered by passengers

carried on a seagoing vessel. It declares a carrier liable for damage or loss suffered
by a passenger if the incident causing the damage occurred in the course of the
carriage and was due to the fault or neglect of the carrier.

However, unless the carrier acted with intent to cause such damage, or recklessly
and with knowledge that such damage would probably result, he can limit his
liability. For the death of, or personal injury to, a passenger, this limit of liability
is set at 46,666 Special Drawing Rights (SDR) per carriage. The 2002 Protocol,
when it enters into force, will introduce compulsory insurance to cover passengers
on ships and substantially raise those limits to 250,000 SDR per passenger on each
distinct occasion.

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As far as loss of or damage to luggage is concerned, the carrier's limit of liability

varies, depending on whether the loss or damage occurred in respect of cabin
luggage, of a vehicle and/or luggage carried in or on it, or in respect of other
luggage.

The 1990 Protocol was intended to raise the limits set out in the convention but it
did not enter into force and was superseded by the 2002 Protocol.

The 2002 Protocol to the Athens Convention entered into force on 23 April 2014.
It substantially increases the ship’s limits of liability compared to the 1974 Athens
Convention, both as concerns death of or personal injury to passengers, as well as

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loss of or damage to passengers’ vehicles and luggage. Furthermore, it includes
strict liability provisions for ’shipping incident’ claims and introduces protection
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for claimants through compulsory insurance and rights of direct action.
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The Protocol introduces compulsory insurance to cover passengers on ships and

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raises the limits of liability. It also introduces other mechanisms to assist
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passengers in obtaining compensation, based on well-accepted principles applied

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in existing liability and compensation regimes dealing with environmental

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pollution. These include replacing the fault-based liability system with a strict

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liability system for shipping related incidents, backed by the requirement that the
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carrier take out compulsory insurance to cover these potential claims.

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The limits contained in the Protocol set a maximum limit, empowering - but not
obliging - national courts to compensate for death, injury or damage up to these
limits.

The Protocol also includes an "opt-out" clause, enabling State Parties to retain or
introduce higher limits of liability (or unlimited liability) in the case of carriers
who are subject to the jurisdiction of their courts.

Compulsory insurance:

A new Article 4b of the Convention requires carriers to maintain insurance or other

financial security, such as the guarantee of a bank or similar financial institution, to
cover the limits for strict liability under the Convention in respect of the death of
and personal injury to passengers.

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The limit of the compulsory insurance or other financial security shall not be less
than 250,000 Special Drawing Rights (SDR) per passenger on each distinct
occasion. Ships are to be issued with a certificate attesting that insurance or other
financial security is in force and a model certificate is attached to the Protocol in an
Annex.

Limits of liability:

The limits of liability have been raised significantly under the Protocol, to reflect
present day conditions and the mechanism for raising limits in the future has been
made easier.

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The liability of the carrier for the death of or personal injury to a passenger is
limited to 250,000 SDR per passenger on each distinct occasion.
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The carrier is liable, unless the carrier proves that the incident resulted from an act
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of war, hostilities, civil war, insurrection or a natural phenomenon of an

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exceptional, inevitable and irresistible character; or was wholly caused by an act or
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omission done with the intent to cause the incident by a third party.
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If the loss exceeds the limit, the carrier is further liable - up to a limit of 400,000

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SDR per passenger on each distinct occasion - unless the carrier proves that the
incident which caused the loss occurred without the fault or neglect of the carrier.
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Death of or personal injury to a passenger :

For the loss suffered as a result of the death of or personal injury to a passenger not
caused by a shipping incident, the carrier is liable if the incident which caused the
loss was due to the fault or neglect of the carrier. The burden of proving fault or
neglect lies with the claimant.

The liability of the carrier only includes loss arising from incidents that occurred in
the course of the carriage. The burden of proving that the incident which caused
the loss occurred in the course of the carriage, and the extent of the loss, lies with
the claimant.

"Opt-out" Clause:

The Protocol allows a State Party to regulate by specific provisions of national law
the limit of liability for personal injury and death, provided that the national limit

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of liability, if any, is not lower than that prescribed in the Protocol. A State Party,
which makes use of this option is obliged to inform the IMO Secretary-General of
the limit of liability adopted or of the fact that there is none.

Loss of or damage to luggage and vehicles :

• The liability of the carrier for the loss of or damage to cabin luggage is
limited to 2,250 SDR per passenger, per carriage.
• liability of the carrier for the loss of or damage to vehicles including all
luggage carried in or on the vehicle is limited to12,700 SDR per vehicle, per
carriage.
• liability of the carrier for the loss of or damage to other luggage is limited to
3,375 SDR per passenger, per carriage.

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The carrier and the passenger may agree that the liability of the carrier shall be
subject to a deductible not exceeding 330 SDR in the case of damage to a vehicle
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and not exceeding 149 SDR per passenger in the case of loss of or damage to other
luggage, such sum to be deducted from the loss or damage

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DESIGN AND OPERATIONAL LIMITATIONS.

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Operational Limitations Regulation 30 SOLAS chapter.V:

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List of all operational limitations established during the design or the

building stages or imposed by the flag administration including the
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exemption from SOLAS regulations
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• shall be documented in a form acceptable to the administration. This list

with necessary explanations should be compiled before the ship is put into
service and readily available to the master.
• Restrictions should include
• Operating areas.
• OPERATING AREAS: Type of area and reason for the limitations
should be included.
e.g. Radio Exclusion of Area
e.g Immersion Suits not required if vessels are restricted to warm climates
(SOLAS III/32.3.2)
e.g Short International Voyages – if limited to areas or routes.
e.g Mandatory Surveys for Ro-Ro & HSC (EU Directive 35/99/EC)
e.g Areas of operation as defined under the Stockholm agreement
• Weather restrictions.

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• Define any weather restrictions (if any). E.g. check Class notation is
without restriction.
• Sea state restrictions. Check Class notation again and for High Speed and
Dynamically Supported Craft reference should be made to the operation
book.
• Permissible loads.
Refer to Stability or Loading Information Booklets. If a ro-ro vessel cannot
permit lorries on the vehicle decks, and no height restriction exists, it may be
necessary to refer to the maximum loads.
• Trim, speed. refer to Stability Book
or any other limitations
• Include any special manning, e.g passenger number versus crew number

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limits which may have been agreed. If details are entered on the Safe
Manning Document, simply refer to it. .co
• If the ship has no limitations, the document must be endorsed
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accordingly.
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FORMAT OF SAMPLE OPERATIONAL LIMITATIONS CERTIFICATE FOR

PASSENGER SHIP REGISTERED IN THE UNITED KINGDOM
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Issued under the provisions of the INTERNATIONAL CONVENTION FOR THE

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SAFETY OF LIFE AT SEA, 1974, as modified by the protocol of 1988 relating

thereto
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• Under the authority of the Government of the United Kingdom and Northern
Ireland by the Maritime and Coastguard Agency
• An Executive Agency of the Department of Transport, Local Government
and the Regions
• PARTICULARS OF THE SHIP

Name of Ship A

Distinctive Number A
or Letters
Port of Registry A

IMO
Gross Tonnage A A
Number

• In accordance with Regulation V/23 of the Convention, the above named

vessel has the following limitations:

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Exemptions A
Restrictions in
A
Operating Areas
Weather Restrictions A
Sea State Restrictions A
Restrictions in
A
Permissible Loads
Trim Restrictions A
Speed A
Other Limitations A

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• Continued overleaf if necessary, This List of Operation Limitations should be
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appended to the Passenger Ship Safety Certificate, which should be available
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to the master and other officers duly authorised by Contracting Governments
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and is
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• valid until [……………………………]

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• Issued at: […………………………..]

• Signed: ………………………………….

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• Name: ………………………
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Master should understand and observe any operational limitations imposed on the

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ship due weather conditions and area of passage of the ship for the intended
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voyage especially speed limitations in adverse weather conditions with special

consideration of passenger safety, safety of ship and cargo.
• Duration of voyage.
• Geographical area of the voyage.
• Sea conditions which may be expected. Wave height/ wind direction etc.
• Size and design characteristics of the ship, manoeuvring characteristics of
the ship.
• Dynamic forces under the expected weather conditions.
• Types of cargo including vehicles to be carried.
• Intended stowage pattern for the cargo units including vehicles.
• Mass of the cargo units and the vehicles.
• Restrictions in permissible loads, trim, speed.
• Lists compiled, detailing any limitations, before the ship is put into service
and held on board and in the company office.
• Effects of icing on stability.

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CHAPTER 4

FAMILIARISATION TRAINING
PROCEDURES FOR OPENING, CLOSING AND SECURING HULL OPENINGS
The following doors are closed and locked before the ship proceeds on any voyage
and are kept closed and locked until the ship is at its next berth.

a) Cargo loading doors in the shell or the boundaries of enclosed

superstructures.
b) Bow visors fitted in the shell or the boundaries of enclosed superstructures.
c) Cargo loading doors in the collision bulkhead.

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d) Weather tight ramps forming an alternative closure of the above.
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Documented operating procedures/checklists for closing and securing all shell
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doors, loading doors and other closing appliances shall be posted at appropriate
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locations close to the openings. The master ensures that an effective system of
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supervision and reporting of the closing and opening of the doors is implemented.
Before the ship proceeds on any voyage, an entry is made in the logbook of the
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time of last closing of doors and the time of any opening of the doors.
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If a door cannot be opened or closed while the ship is at berth, such a door may be
opened or left open while the ship approaches or draws away from berth, but only
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so far as may be necessary to enable the door to be immediately operated. In any
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case, the inner door must be kept closed. Particular doors may be opened at the
discretion of the master, if necessary for the safe operation of the ship or
embarking or disembarking of passengers, when the ship is at a safe anchorage and
provided that the safety of the ship is not impaired.

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side-swinging bow doors and bow ramp

Inner bow door in a ro ro ship.

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SIDE HULL OPENINS FOR A CRUISE SHIP GANGWAY

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STABILITY AND STRESS REQUIREMENTS AND LIMITATIONS

Stability conditions should be carefully monitored. A positive GM should be

maintained. Care must be taken especially when loading heavy loads above the
main deck level. It should be borne in mind that any requirement to use water for
fire fighting in any compartment above the main deck level will seriously affect the
stability of the vessel if there are no means of draining same. Effects of all
passengers crowding on one side, the launching of all fully loaded davit launched
survival craft on one side, cross flooding and wind pressure should be taken into
account.

Stress limitations of sensitive parts of the ship such as bow doors and ship side
openings that maintain the water tight integrity of the ship should be identified and

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never exceeded. In bad weather conditions when the ship is rolling, pitching and
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pounding the stress on these areas tends to increase and the speed and the course of
the ship should be suitably altered to counter this until weather improves.
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PROCEDURES FOR MAINTENANCE

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OF SPECIAL EQUIPMENT ON
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PASSENGER SHIPS
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The following are amongst the special equipment on passenger ships:

Side doors

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Water tight door systems

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Scuppers and associated systems

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Evacuation slides (chutes)

Lower deck lighting

Documented procedures/checklists are established for the maintenance of this

equipment. These procedures are made known to all those associated with their
maintenance. The rubber packing of the side doors should be routinely inspected
and replaced when showing signs of becoming hard before they are scheduled to
be changed as per planned maintenance. Channels should be swept clean of dirt
prior to closing of side doors. Dogs should be free and efficient.

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side hull door on a cruise ship

WATERTIGHT DOORS
1. All W/T doors in passenger ships must be sliding doors which are power

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operated as well as hand operated
2. Should be capable of being closed when the ship is listed to 150 either way.
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It must be capable of being operated near the door as well as from a position
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above the bulkhead deck. At this remote control position an indication must be
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provided to show whether the door is opened or closed
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3. Drills for the W/T doors valves and other mechanism must be held weekly.
4. Watertight doors except those between cargo spaces shall be power operated
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sliding door capable of being closed simultaneously from the central operating
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console at the navigation bridge in not more than 60 seconds when vessel in

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upright position., capable of closing the door when ship is listed 15º either way.
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A WATER TIGHT DOOR.
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Dangers inherent in incorrect operation of water tight doors.

A number of lives have been lost and serious injury caused by the incorrect
operation of power operated watertight doors. Accidents have occurred when crew
members were using the controls provided at the doors to pass through watertight
doors which had been closed from the navigating bridge. Under these
circumstances if the control at the door is released the door closes automatically
with a force sufficient to injure anyone caught in its path. and adequate warning
notice to be displayed locally .It is recommended passengers vessels to display
correct operational procedures of watertight doors and give adequate training to
crew members in its operation. To avoid potentially fatal slips, the accumulation of
oil leakage in the vicinity of the watertight doors should not be permitted. In
watertight door systems, hydraulic operation of all the doors should be checked

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using main as well as hand pumps. Main drive pumps for each unit should be
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satisfactorily tested. Door drive control from the wheelhouse and local station (i.e.
on both sides of the bulkhead) should be tried out. The closing and opening time
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should be maintained as per specifications. Oil levels and leakages should be

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monitored. Doors should be operative irrespective of list and trim upto limits
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specified. Signalling devices, i.e. visual and acoustic on both sides of the bulkhead
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should be checked. Weld areas especially should be checked for cracks.

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Difference between watertight and weathertight:

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Watertight is applied to doors and bulkheads where there is the possibility of water
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accumulating at either side. Weathertight applies to doors or openings which are

only required to prevent the ingress of water from the side exposed to the weather.
When testing for weathertightness, the procedure is to hose test from the weather
side only, whereas when testing for watertightness the hose test would be applied
from both sides

Scupper Pipes
Scupper pipes should be checked for water. Non-return valves of the scuppers
should be periodically opened and checked. Back flushing of the line should also
be done periodically. The blind sectors of the pipes adjacent to the bulkheads
should be routinely examined as must be any bends and any penetrations for
corrosions, etc. It is mandatory, to periodically inspect at sea at intervals of not
more than a week the following:

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The watertight doors and all mechanisms and indicators connected therewith,
all valves, the closing of which is necessary to make a compartment
watertight.

All valves the operation of, which is necessary for damage control cross
connections.

Maintenance of evacuation slides as per manufacturer’s recommendations
should be carried out. They should be periodically serviced.

LOADING AND CARGO SECURING MANUALS AND CALCULATORS

Loading of cargo should be done as per cargo plan. Proper segregation of cargo
must be done. SF and BM should be closely monitored. Loading manuals must be
referred to and the permissible load density should not be exceeded. Any shifting

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of cargo may be adversely affect the stability of the vessel. Cargo should be
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secured as per relevant procedure or method given in the Cargo Securing Manual.
Securing of all cargoes must be done before vessel leaves berth. The GM of the
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vessel should be positive in any intermediate stage of loading or discharging,

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during the voyage any ballasting or deballasting or during transfer of fuel.
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Loadings of explosives require special care and rules for it must be followed.
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Cargo stowage and securing in ro-ro passenger ships .

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In accordance with the International Convention for the Safety of Life at Sea,
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1974 (SOLAS) chapters VI, VII and the Code of Safe Practice for Cargo Stowage
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and Securing (CSS Code), cargo units, shall be stowed and secured throughout the

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voyage in accordance with a Cargo Securing Manual, approved by the

Administration. Ref .MSC.1/Circ.1353/Rev.1 15 December 2014 and IMO
Resolution A.581(14), ‘Guidelines for securing arrangements for the transport of
road vehicles on ro-ro ships.

Cargo stowage of ships is very important operation on ro-ro vessel as any loose
cargo (trailer, cars etc.) can give rise to a chain reaction leading to heavy shift in
cargo position. The trucks and trawlers loaded on board also carry cargo inside
them and may shift of that cargo can also lead to listing of the ship. As cargo
arrives on terminals at different intervals, it leads to uneven cargo distribution.

As per I M O guidelines on cargo securing points on deck of a ro ro ship amendments to the

guidelines for securing arrangements for the transport of road vehicles on ro-ro
ships (resolution a.581(14)) and msc.1/circ.1355 30 June 2010

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The maximum securing load (MSL) of each securing point should be not less than
100 kN. If the securing point is designed to accommodate more than one lashing
(y lashings), the MSL should be not less than y x 100 kN ref MSC/Circ.812

Minimum strength of each securing point on deck without permanent deformation

should not be 120 KN. Longitudinal spacing of securing points should be less than
2.5 m and transverse spacing between points 2.8 and 3.0m Lashing shall consist of
chain or any other device made of steel or other material with equivalent strength
and elongation characteristics.
• The strength of lashing without permanent deformation should not be less than
100 KN Ref amendment to resolution A 581 (14 ) MSC.1/Circ.1355 30 June 2010
• Lashings should be attached to the securing points with hooks or other devices

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• Lashings should only be attached to the secure points
• The angle between the lashings and the horizontal and vertical planes shall be
preferably between 30° and 60°.
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The SOLAS Convention Chapter II-1 Reg. 20-3, requires that “In all ro-ro

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passenger ships, the master or the designated officer shall ensure that, without the
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expressed consent of the master or the designated officer, no passengers are

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allowed access to an enclosed ro-ro deck when the ship is under way.

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A vehicle deck is a potentially dangerous environment due to congestion and
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movement of vehicles, many with flammable fuel in their tanks or dangerous

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goods being carried as cargoes. The length of time passengers spend on a vehicle

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deck should be kept to a minimum and access by crew should be restricted to those
who need to be there.
The speed of cargo operations combined with large vehicles being manoeuvred in
a restricted space is clearly hazardous to personnel. There have been accidents
where seafarers have been killed or injured during cargo operations involving flat-
bed trailers or similar being driven by shore-personnel, despite the presence of
signallers and ship’s staff. Many of the vehicles now being loaded on ships are
larger than was envisaged when the ships were designed and built and are of such
design that the view from the driving position, particularly when manoeuvring in
reverse, is severely limited. This increases the hazards due to the limited walkway
space available. A number of cases of petrol spillage from vehicles carried on ro-
ro ferries have been reported. These cases and others involving the leakage of
flammable liquids and gases could have given rise to serious incidents.

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Safety Provisions :

The most effective method of ensuring the safety of personnel is to keep people
and moving vehicles apart by preventing access to the decks during cargo
operations. During normal operations this is impracticable but the fewer people
that have access to the decks the less likelihood there is of accidents occurring. If
access to these decks is necessary only the marked and authorised routes on decks
and vehicle ramps should be used.

Personnel required to be on the vehicle decks as part of their job should be made
aware of the dangers and the systems in operation for their safety, including the
wearing of high visibility clothing. Consideration should also be given to the need

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for the person in charge of cargo operations to communicate with drivers of
vehicles and in particular the need to alert drivers quickly to any dangerous
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situation that may be developing. Personnel involved in controlling vehicles
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should avoid standing directly between the vehicle being moved and any
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obstruction. The position chosen should minimize the risk of being trapped

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between the moving vehicle and an obstruction. Safety will also be enhanced by
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remaining in the driver’s line of sight having regard to the driving position of
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vehicles in different countries. Personnel supervising vehicle deck operations are
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reminded that dangers are significantly increased when vehicles are driven on

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board at excessive speed. Ship’s staff should exercise special care where persons
unaccustomed to vehicle deck operations require access to the deck. Car drivers
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and coach passengers are unlikely to be familiar with their surroundings or the
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operations involved, making them particularly vulnerable to the dangers. Well

illuminated, permanently marked and clearly signposted walkways should be
provided for all those who require access to the vehicle decks both during cargo
operations and when the ship is at sea. In addition, suitable barriers should be in
place adjacent to doorways and exits that open directly onto the vehicle decks to
prevent any person inadvertently walking straight onto the deck and into the path
of a moving vehicle. Other measures such as deck mounted kerbs that force
vehicles to maintain a safe distance from doorways and exits are also
recommended. It is also strongly recommended to have suitable notices warning
of the dangers at all locations where there is access to vehicle decks.
1.Petrol and diesel in the tanks of motor vehicles should so full as to create a
possibility of spillage and Spare cans of fuel should not be carried in private
vehicles
2 The ignition is switched off
3 Parking brakes, including the parking brakes fitted to semi-trailers, are the first
line of defence to prevent a vehicle from moving. The most effective ways of

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ensuring that this important action has been taken is to either confirm its
completion with each driver or to undertake physical checks; ideally deck crew
should verbally check with drivers that this has been done.
4. All freight units are to be stowed and secured in line with the requirements of
the Cargo Securing Manual and CSS Code. If changes are made to the stowage and
securing arrangement onboard, the revised cargo securing manual is to be
submitted to the Flag State for review and authorisation.
5. Haulage contractors should be encouraged to fit ferry securing rings to both their
tractor units and trailers, in line with the requirements of the ISO standards.
6. The number, type, positioning and spacing of lashing securing points on vehicle
decks should comply with the guidelines contained within CSS Code or the ISO
standards.

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7.The MSL of lashings should comply with the requirements of the Cargo
Securing Manual. An inspection regime should also be implemented as part of the
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vessel’s planned maintenance system with prescribed discard criteria along with a
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maximum working life for lashing equipment.
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8. Ideally, prior to sailing, vehicle stowage and securing arrangements should be

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checked by a Deck Officer to ensure that both are in compliance with the
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requirements of the Cargo Securing Manual..

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9.The ventilation system of the cargo spaces shall be completely segregated from
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the others ventilation systems

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• In ships with a number of passengers more than 36 the system shall guarantee
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10 renewals of air /hour and 6 renewals if number of passengers are less than 36.
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CARRIAGE OF DANGEROUS GOODS IN PASSENGER SHIPS.

(refer to chapter 7.1 & 7.5 of IMDG Code 37th amendment.)

The International Convention for the Safety of Life at Sea, 1974 (SOLAS), as
amended, deals with various aspects of maritime safety and contains in part A of
chapter VII the mandatory provisions governing the carriage of dangerous goods in
packaged form or in solid form in bulk. Regulation VII/1.3 prohibits the carriage of
dangerous goods except in accordance with the provisions of part A of chapter VII,
which are amplified by the International Maritime Dangerous Goods (IMDG)
Code. Regulation 11-2/19 of the SOLAS Convention, as amended, specifies the
special requirements for a ship intended to carry dangerous goods, the keel of
which was laid or which was at a similar stage of construction on or after 1 July
2002 including passenger ships and R O RO passenger ships.

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Section 7.1.7.5 of IMDG Code describes in full the conditions of stowage of

explosives in passenger ships.

7.1.7.5.1 For the purpose of stowage in this class, the terms “passenger ship” and
“cargo ship” are used as in SOLAS 1974, as amended - passenger ship as a ship
carrying more than 12 passengers

Transport of goods of class 1 (explosives ) on passenger ships

7.1.7.5.2 Explosives in division 1.4, compatibility group S, may be transported in

any amount on passenger ships. No other explosives may be transported on
passenger ships except any one of the following:

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1. explosive articles for life-saving purposes listed in the Dangerous Goods List,
if the total net explosives mass of such articles does not exceed 50 kg per ship;
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2. goods in compatibility groups C, D and E, if the net explosives mass does not
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exceed 10 kg per ship; or

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3. articles in compatibility group G other than those requiring special stowage, if

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the total net explosives mass does not exceed 10 kg per ship; or
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4. articles in compatibility group B, if the total net explosives mass does not
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exceed 10 kg per ship.

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7.1.7.5.3 Notwithstanding the provisions of 7.1.7.5.2, additional quantities or types
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of goods of class 1 may be transported in passenger ships in which there are special
safety measures approved by the competent authority.

7.1.7.5.4 Articles in compatibility group N shall only be allowed in passenger ships

if the total net explosives mass does not exceed 50 kg per ship and no other
explosives apart from Division 1.4, compatibility group S, are transported

7.1.7.5.5 Goods of class 1 which may be transported in passenger ships are

identified in the Dangerous Goods List. They shall be stowed in accordance with
the following table:

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Non-explosives Dangerous Goods on passenger ships.

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For the purpose of stowage of dangerous goods IMDG Code divides the ships into
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two groups depending on the number of passengers carried.
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cargo ships or passenger ships carrying a number of passengers limited to not

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more than 25 or to 1 passenger per 3 m of overall length, whichever is the greater

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number; other passenger ships in which the limiting number of passengers
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transported is exceeded.

Carriage is bases on stowage criteria in as specified in column 16a of dangerous

good list of chapter 3.2 of IMDG code and limiting no of passengers

7.1.3.2 For classes 2 to 9 stowage categories assigned are A to E.

Table for stowage categories A to E for Other passenger vessels in which the
limiting number of passengers transported is exceeded.

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Ships should also adhere to Carriage and Stowage restrictions for individual
substances specified by National Flag Administration.

DANGEROUS CARGO AREAS

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Dangerous cargo areas must be designated and the particular hazards therein
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identified. They should be clearly marked with adequate safety notices and control
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of access to them should be strictly monitored.
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CHAPTER 5

SAFETY TRAINING

5.1 EMERGENCY PROCEDURES.

Emergency on a ship can be defined as a situation that threatens the safety of the
ship, its passengers, crew. cargo or environment.

Ship Board Contingency Plan:

Emergencies in many cases happen all of a sudden, and it arises when one least
expects it. In similar emergencies ashore, help is always available from all

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quarters such as fire brigade, port authorities, police, hospitals, etc. But on the ship
the responsibility lies on the shoulders of the ship officers and crew. They have to
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be ready to tackle any of the above emergencies with minimal / outside help under
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all circumstances. To achieve this, the ship’s crew have to maintain a state of
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preparedness to effectively combat not one but any of the above emergencies
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simultaneously. The Master, in consultation with Chief Officer and Chief

Engineer, plans an emergency response plan (ERP) to each and any of the
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emergencies that may arise on the ship. This planned response is also called a
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muster list. In this each crew member is allotted a specific task for each of the

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emergencies mock drills are carried out frequently and each crew member is made
to do his part of the work efficiently, so that ship’s crew can, as a team, effectively
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face the emergency.
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Types of Emergency:

Fire Collision Man overboard Grounding Foundering Pollution Shifting of cargo

Failure of critical machinery. Serious injury/medical emergency. Search & Rescue.
Helicopter crash. War zone. Piracy. Bomb threat. Bad weather. .Unruly /drunk
passengers
Missing passengers. Passenger locked.
In ships a single emergency can lead to multiple emergencies .For example a
collision or grounding can lead to engine failure, fire, pollution. Hence
contingency plans also should be drawn anticipating multiple emergencies.

• In the case of passenger ships a fourth dimension has to be considered

which response of passengers to the emergency .Muster list is should indicate
passenger specific duties of Officers and crew during various emergencies.
Muster list on passenger ships.

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• The muster list shall indicate the emergency duties to be performed by the
crew members in relation to the passengers. Such duties shall include:
• a) alerting the passengers;
• b) ensuring that the passengers wear suitable clothing and have donned their
lifejackets correctly
• c) assembling the passengers at the muster stations; and
• d)keeping order in corridors and stairways and generally supervising and
controlling the movements of the passengers.
• e)ensuring that supply of blankets are taken to survival craft.
• f)searching and securing of passenger cabins .

Every ship shall have procedures for the location and rescue of passengers who

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are trapped inside their cabins.
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The format of muster list of a passenger ship should be approved by
administration.
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EMERGENCY SOURCE OF POWER

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A self contained emergency source of power with transformer equipment,

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emergency switch board, lighting should be located above continuous deck and

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accessible from open deck to operate for 36 hours)

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• items 1,2 and 3 battery supply for 30 minutes(transitional source)
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• 1. emergency lighting, navigation lighting, gmds,

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• 2. all internal communication required in emergency.

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• 3. fire detectors, fire alarm system, fire door holding and release system,
ships whistle, W T door alarms
• 4. one set of steering pumps.
• 5. one fire pump.
• 6. emergency air compressor
• 7. automatic sprinkler system
• 8. water tight doors operating system.
• 9. one bilge p/p and remote operated bilge valves.
• 10. An emergency arrangement to bring lift car to deck level.

Communication:
THE LANGUAGES OR THE LANGUAGES APPROPRIATE TO THE
PRINCIPAL NATIONALITIES OF PASSENGERS CARRIED ON THE
PARTICULAR ROUTE.

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Communication is very important during emergencies. Effective communication

plays an important role in boosting the confidence of the passengers and it ensures
effective utilisation of all available resources. Communication channels should be
well established as soon, as is practicable. The passengers must be made aware of
all the means available for handling emergencies and the procedures that shall be
followed when the same occurs on board. For this it is essential that clear-cut
instructions be given about like:

The emergency signals and the muster points.

The procedures for donning of life jackets. Location of diagrams showing life
jacket donning procedures should be told.

The closest emergency escape to their dormitory/cabin.

The commands that shall be given in the event of an emergency and what to

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do when those commands are given

The need to remain calm and not panic.

The need to help ladies and children
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The various signs and symbols that are used on board and their
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meaning/significance. Special emphasis must be made to symbols marking

escape routes
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Location of charts depicting launching procedures for lifeboats and life rafts
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should be identified.
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The language or languages appropriate to the principal nationalities of the passengers

carried on the particular route:
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All the instructions should be clear and in a simple language. Crewmembers and
passengers in times of crisis will find it difficult to understand complex messages.
All instructions should be either in English or Hindi. Usage of common language
should be encouraged as long as it does not hamper the safety of the ship.

In case it is found that the crew and the passenger do not have any common
language it should be borne in mind that all Indians speak some Basic English or
Hindi. This should be utilised for communication with passengers needing
assistance irrespective of whether a common language exists between the ship’s
crew and officers and the passengers or not. This should be spoken slowly and
clearly to avoid misunderstandings. Preferably the passenger should be asked to
acknowledge the instructions so that any ambiguity between what is said and what
is understood can be cleared.

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Communication During Emergency By Different Means When Oral Communication

Is Not Practical

During emergency there is so much of confusion and noise that most of the times
verbal communication is not possible so it is more advantageous to have a silent
communication. Silent communication means use of land signals, posters, plans
etc. By effective use of these one can instruct the passenger which route they
should follow. They can be explained the escape routes, muster stations, etc.

The Extent To Which Complete Safety Instructions Have Been Provided To

Passengers In Their Native Language

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During emergency, instructions more effectively followed if they are instructed in
their native language. Do repeat them and ask often for doubts. Along with the
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verbal instruction try put up signs, posters in most common places like cabin,
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alleyway, men rooms and other common spaces. Try avoiding the use of technical
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words, use big and bold letters. All such instructions should be in native language
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only.
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The Language In Which Emergency Announcements May Be Broadcast During An
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Emergency Or Drill To Convey Critical Guidance And To Facilitate Crewmembers In

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Assisting Passengers
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All the announcements done during the emergency for the crewmembers should

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always be in the official language. In Indian flagged vessels make the entire
announcement in Hindi, English and the regional language which is known to the
crewmembers and passengers. Clearer the instructions more effective results will
it give.

For communication in the languages spoken by the passengers identify crew

members with multi language skills and use suitable passengers with similar skills.
Among the passengers there could be retired or serving police officers, military
and paramilitary personnel, marine professionals, Doctors and paramedics whose
services can be suitably used.

To SOLAS regulation II-2/13.3.2.71, making evacuation analysis mandatory not

only for ro-ro passenger ships but also for other passenger ships constructed
Evacuation analysis of passenger ship.

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MSC.1/Circ.1533 6 June 2016 REVISED GUIDELINES ON EVACUATION ANALYSIS FOR

NEW AND EXISTING PASSENGER SHIPS FOR ORDERLY EVACUATION OF
PASSENGERS IN CASE OF ABANDONMENT.

The Maritime Safety Committee, at its ninety-sixth session (11 to 20 May 2016),
approved the Revised Guidelines on evacuation analyses for new and existing
passenger ships, as set out in the annexes, as a guide for the implementation of
amendments on or after 1 January 2020. It recommends them to use these
guidelines when conducting evacuation analyses, early in the design process, on
new ro-ro passenger ships and on new passenger ships other than ro-ro passenger
ships constructed on or after 1 January 2020 carrying more than 36 passengers in
compliance with SOLAS regulation II-2/13.7.4 (which entered into force on 1 July
2002) and SOLAS regulation II-2/13.3.2.7 (which is expected to enter into force on

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1 January 2020).Existing passenger ships are also encouraged to conduct
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evacuation analyses on existing passenger ships using these guidelines. Member
States are also encouraged to: .1 collect and submit to the Sub-Committee on Ship
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Systems and Equipment for further consideration, any information and data
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resulting from research and development activities, full-scale tests and findings on
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human behaviour, which may be relevant for the necessary future upgrading of the
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present guidelines and on validation/verification of evacuation simulation tools

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provided it to perform an advanced evacuation analysis.

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RECOMMENDED INTERIM MEASURES FOR PASSENGER SHIP COMPANIES TO

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ENHANCE THE SAFETY OF PASSENGER SHIPS (MSC 1 /Circ1446 dt 1st June 2012)

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after the Costa Concordia incident.
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Lifejackets on board passenger ships, except ro-ro passenger ships

Consider to store an additional number of lifejackets in public spaces, at the
muster/assembly stations, on deck or in lifeboats, and in such a manner as to be
readily accessible to crew members for distribution,, in the event of an emergency
such that passengers need not return to their cabins to retrieve the lifejackets stored
there.

Emergency instructions for passengers

Review the adequacy of the dissemination and communication of the emergency
instructions taking into account the number of languages likely to be understood by
the passengers on board.

Passenger muster policy

On a ship engaged on a voyage for more than 24 hours, it is recommended that the
muster of newly-embarked passengers should take place prior to the departure at

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every port of embarkation. In cases where new passengers arrive after the above
muster has been completed, they should be promptly provided with individual or
group safety briefings.

Access of personnel to the navigating bridge

To minimize unnecessary disruptions and distractions to bridge team members in
accomplishing their direct and indirect duties during any period of restricted
manoeuvring, or while manoeuvring in conditions that the master or company
bridge procedures/policy deems to require increased vigilance (e.g.
arrival/departure from port, heavy traffic, poor visibility), it is recommended that
access to the bridge should be limited to those with operational or operationally
related functions during these periods. In addition, companies operating passenger

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ships are recommended to take policy steps to prevent distractions to watch
keeping personnel during these periods. o .co
Voyage planning
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The ship’s voyage plan has taken into account the Guidelines for voyage

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planning resolution A.893(21) and, if appropriate, Guidelines on voyage
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planning for passenger ships operating in remote areas (resolution

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A.999(25)).
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CHAPTER 6

LIFE SAVAING APPLIANCES AND REQUIREMENTS

These regulations apply to cargo and passenger ships

Regulation 8 - Muster list and emergency instructions
1. This regulation applies to all ships.
2. Clear instructions to be followed in the event of an emergency shall be provided
for every person on board. In the case of passenger ships these instructions shall be
drawn up in the language or languages required by the ship’s flag State and in the
English language.

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3. Muster lists and emergency instructions complying with the requirements of
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regulation 37 shall be exhibited in conspicuous places throughout the ship
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including the navigating bridge, engine-room and crew accommodation spaces.
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4. Illustrations and instructions in appropriate languages shall be posted in
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passenger cabins and be conspicuously displayed at muster stations and other

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passenger spaces to inform passengers of:

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1. their muster station;

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2. the essential actions they must take in an emergency; and

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3. the method of donning lifejackets
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Regulation 9 - Operating instructions

1. This regulation applies to all ships.
2. Posters or signs shall be provided on or in the vicinity of survival craft and their
launching controls and shall:
.1. illustrate the purpose of controls and the procedures for operating the appliance
and give relevant instructions or warnings;
.2. be easily seen under emergency lighting conditions; and
.3. use symbols in accordance with the recommendations of the Organization

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Regulation 10 - Manning of survival craft and supervision

1. This regulation applies to all ships.
2. There shall be a sufficient number of trained persons on board for mustering and
assisting untrained persons.
3. There shall be a sufficient number of crew members, who may be deck officers
or certificated persons, on board for operating the survival craft and launching
arrangements required for abandonment by the total number of persons on board.
4. A deck officer or certificated person shall be placed in charge of each survival
craft to be used. However, the Administration, having due regard to the nature of
the voyage, the number of persons on board and the characteristics of the ship, may

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permit persons practised in the handling and operation of life rafts to be placed in
charge of life rafts in lieu of persons qualified as above. A second-in-command
shall also be nominated in the case of lifeboats.
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5. The person in charge of the survival craft shall have a list of the survival craft
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crew and shall see that the crew under his command are acquainted with their
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duties. In lifeboats the second-in-command shall also have a list of the lifeboat
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crew.

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6. Every motorized survival craft shall have a person assigned who is capable of

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operating the engine and carrying out minor adjustments.
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7. The master shall ensure the equitable distribution of persons referred to in

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paragraphs 2, 3 and 4 among the ship’s survival craft
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Regulation 11 - Survival craft muster and embarkation arrangements

1. Lifeboats and life rafts for which approved launching appliances are required
shall be stowed as close to accommodation and service spaces as possible.
2. Muster stations shall be provided close to the embarkation stations. Each muster
station shall have sufficient clear deck space to accommodate all persons assigned
to muster at that station, but at least 0.35 m2 per person.
3. Muster and embarkation stations shall be readily accessible from
accommodation and work areas.
4. Muster and embarkation stations shall be adequately illuminated by lighting
supplied from the emergency source of electrical power required by regulation II-
1/42 or II-1/43, as appropriate.
5. Alleyways, stairways and exits giving access to the muster and embarkation
stations shall be lighted. Such lighting shall be capable of being supplied by the

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emergency source of electrical power required by regulation II-1/42 or II-1/43, as

appropriate. In addition to and as part of the markings required under regulation II-
2/28.1.10, routes to muster stations shall be indicated with the muster station
symbol, intended for that purpose, in accordance with the recommendations of the
Organization.
6. Davit-launched and free-fall launched survival craft muster and embarkation
stations shall be so arranged as to enable stretcher cases to be placed in survival
craft.
7. An embarkation ladder complying with the requirements of paragraph 6.1.6 of
the Code extending, in a single length, from the deck to the waterline in the lightest
seagoing condition under all conditions of trim of up to 10° and a list of up to 20°
either way shall be provided at each embarkation station or at every two adjacent

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embarkation stations for survival craft launched down the side of the ship.
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However, the Administration may permit such ladders to be replaced by approved
devices to afford access to the survival craft when waterborne, provided that there
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shall be at least one embarkation ladder on each side of the ship. Other means of

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embarkation enabling descent to the water in a controlled manner may be
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permitted for the liferafts required by regulation 31.1.4.

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8. Where necessary, means shall be provided for bringing the davit-launched
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survival craft against the ship’s side and holding them alongside so that persons

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can be safely embarked

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Regulation 13 - Stowage of survival craft

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1. Each survival craft shall be stowed:

1. so that neither the survival craft nor its stowage arrangements will interfere with
the operation of any other survival craft or rescue boat at any other launching
station;
2. as near the water surface as is safe and practicable and, in the case of a survival
craft other than a liferaft intended for throw over board launching, in such a
position that the survival craft in the embarkation position is not less than 2 m
above the waterline with the ship in the fully loaded condition under unfavourable
conditions of trim of up to 10° and listed up to 20° either way, or to the angle at
which the ship’s weather deck edge becomes submerged, whichever is less;
3. in a state of continuous readiness so that two crew members can carry out
preparations for embarkation and launching in less than 5 min;
4. fully equipped as required by this chapter and the Code; and

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5. as far as practicable, in a secure and sheltered position and protected from

damage by fire and explosion. In particular, survival craft on tankers, other than
the life rafts required by regulation 31.1.4, shall not be stowed on or above a cargo
tank, slop tank, or other tank containing explosive or hazardous cargoes.
2. Lifeboats for lowering down the ship’s side shall be stowed as far forward of the
propeller as practicable. On cargo ships of 80 m in length and upwards but less
than 120 m in length, each lifeboat shall be so stowed that the after end of the
lifeboat is not less than the length of the lifeboat forward of the propeller. On cargo
ships of 120 m in length and upwards and passenger ships of 80 m in length and
upwards, each lifeboat shall be so stowed that the after end of the lifeboat is not
less than 1.5 times the length of the lifeboat forward of the propeller. Where
appropriate, the ship shall be so arranged that lifeboats, in their stowed positions,

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are protected from damage by heavy seas.
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3. Lifeboats shall be stowed attached to launching appliances.
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4.1. Every life raft shall be stowed with its painter permanently attached to the
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ship.
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4.2. Each life raft or group of life rafts shall be stowed with a float-free
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arrangement complying with the requirements of paragraph 4.1.6 of the Code so

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that each float free and, if inflatable, inflates automatically when the ship sinks.

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4.3. Life rafts shall be so stowed as to permit manual release of one raft or
container at a time from their securing arrangements.
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4.4. Paragraphs 4.1 and 4.2 do not apply to life rafts required by regulation 31.1.4
5. Davit-launched liferafts shall be stowed within reach of the lifting hooks, unless
some means of transfer is provided which is not rendered inoperable within the
limits of trim and list prescribed in paragraph 1.2 or by ship motion or power
failure.
6. Liferafts intended for throw-overboard launching shall be so stowed as to be
readily transferable for launching on either side of the ship unless liferafts, of the
aggregate capacity required by regulation 31.1 to be capable of being launched on
either side, are stowed on each side of the ship.
Regulation 14 - Stowage of rescue boats
Rescue boats shall be stowed:
1. in a state of continuous readiness for launching in not more than 5 min, and if
the inflated type, in a fully inflated condition at all times;

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2. in a position suitable for launching and recovery;

3. so that neither the rescue boat nor its stowage arrangements will interfere with
the operation of any survival craft at any other launching station; and
4. if it is also a lifeboat, in compliance with the requirements of regulation 13.
Regulation 15 - Stowage of marine evacuation systems
1. The ship’s side shall not have any openings between the embarkation station of
the marine evacuation system and the waterline in the lightest seagoing condition
and means shall be provided to protect the system from any projections.
2. Marine evacuation systems shall be in such positions as to ensure safe launching
having particular regard to clearance from the propeller and steeply overhanging

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positions of the hull and so that, as far as practicable, the system can be launched
down the straight side of the ship. .co
3. Each marine evacuation system shall be stowed so that neither the passage nor
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platform nor its stowage or operational arrangements will interfere with the

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operation of any other life-saving appliance at any other launching station.
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4. Where appropriate, the ship shall be so arranged that the marine evacuation
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systems in their stowed positions are protected from damage by heavy seas.
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Regulation 16 - Survival craft launching and recovery arrangements
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1. Unless expressly provided otherwise, launching and embarkation appliances

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complying with the requirements of section 6.1 of the Code shall be provided for
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all survival craft except those which are:

.1. boarded from a position on deck less than 4.5 m above the waterline in the
lightest seagoing condition and which have a mass of not more than 185 kg; or
.2. boarded from a position on deck less than 4.5 m above the waterline in the
lightest seagoing condition and which are stowed for launching directly from the
stowed position under unfavourable conditions of trim of up to 10° and list of up to
20° either way; or
.3. carried in excess of the survival craft for 200% of the total number of persons
on board the ship and which have a mass of not more than 185 kg; or
.4. carried in excess of the survival craft for 200% of the total number of persons
on board the ship, are stowed for launching directly from the stowed position under
unfavourable conditions of trim of up to 10° and list of up to 20° either way, or

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.5. provided for use in conjunction with a marine evacuation system, complying
with the requirements of section 6.2 of the Code and stowed for launching directly
from the stowed position under unfavourable conditions of trim of up to 10° and
list of up to 20° either way.
2. Each lifeboat shall be provided with an appliance which is capable of launching
and recovering the lifeboat. In addition there shall be provision for hanging-off the
lifeboat to free the release gear for maintenance.
3. Launching and recovery arrangements shall be such that the appliance operator
on the ship is able to observe the survival craft at all times during launching and
for lifeboats during recovery.
4. Only one type of release mechanism shall be used for similar survival craft

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carried on board the ship.
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5. Preparation and handling of survival craft at any one launching station shall not
interfere with the prompt preparation and handling of any other survival craft or
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rescue boat at any other station.

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6. Falls, where used, shall be long enough for the survival craft to reach the water
with the ship in its lightest seagoing condition, under unfavourable conditions of
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trim of up to 10° and list of up to 20° either way.
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7. During preparation and launching, the survival craft, its launching appliance,
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and the area of water into which it is to be launched shall be adequately illuminated
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by lighting supplied from the emergency source of electrical power required by

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regulation II-1/42 or II-1/43, as appropriate.

8. Means shall be available to prevent any discharge of water onto survival craft
during abandonment.
9. If there is a danger of the survival craft being damaged by the ship’s stabilizer
wings, means shall be available, powered by an emergency source of energy, to
bring the stabilizer wings inboard; indicators operated by an emergency source of
energy shall be available on the navigation bridge to show the position of the
stabilizer wings.
10. If partially enclosed lifeboats complying with the requirements of section 4.5
of the Code are carried, a davit span shall be provided, fitted with not less than two
lifelines of sufficient length to reach the water with the ship in its lightest seagoing
condition, under unfavourable conditions of trim of up to 10° and list of up to 20°
either way.

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Regulation 17 - Rescue boat embarkation, launching and recovery

arrangements
1. The rescue boat embarkation and launching arrangements shall be such that the
rescue boat can be boarded and launched in the shortest possible time.
2. If the rescue boat is one of the ship’s survival craft, the embarkation
arrangements and launching station shall comply with the requirements of
regulations 11 and 12.
3. Launching arrangements shall comply with the requirements of regulation 16.
However, all rescue boats shall be capable of being launched, where necessary
utilizing painters, with the ship making headway at speeds up to 5 knots in calm
water.

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4. Recovery time of the rescue boat shall be not more than 5 min in moderate sea
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conditions when loaded with its full complement of persons and equipment. If the
rescue boat is also a lifeboat, this recovery time shall be possible when loaded with
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its lifeboat equipment and the approved rescue boat complement of at least six
persons.

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5. Rescue boat embarkation and recovery arrangements shall allow for safe and
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efficient handling of a stretcher case. Foul weather recovery strops shall be
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provided for safety if heavy fall blocks constitute a danger.

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Regulation 19 - Emergency training and drills

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1. This regulation applies to all ships.
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2 Familiarity with safety installations and practice musters

2.1. Every crew member with assigned emergency duties shall be familiar with
these duties before the voyage begins.
2.2. On a ship engaged on a voyage where passengers are scheduled to be on board
for more than 24h, musters of the passengers shall take place within 24 h after their
embarkation. Passengers shall be instructed in the use of the lifejackets and the
action to take in an emergency.
2.3. Whenever new passengers embark, a passenger safety briefing shall be given
immediately before sailing, or immediately after sailing. The briefing shall include
the instructions required by regulations 8.2 and 8.4, and shall be made by means of
an announcement, in one or more languages likely to be understood by the
passengers. The announcement shall be made on the ship’s public address system,
or by other equivalent means likely to be heard at least by the passengers who have
not yet heard it during the voyage. The briefing may be included in the muster

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required by paragraph 2.2 if the muster is held immediately upon departure.

Information cards or posters or video programmes displayed on ships’ video
displays may be used to supplement the briefing, but may not be used to replace
the announcement.
3 Drills
3.1. Drills shall, as far as practicable, be conducted as if there were an actual
emergency.
3.2. Every crew member shall participate in at least one abandon ship drill and one
fire drill every month. The drills of the crew shall take place within 24 h of the ship
leaving a port if more than 25% of the crew have not participated in abandon ship
and fire drills on board that particular ship in the previous month. When a ship

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enters service for the first time, after modification of a major character or when a
new crew is engaged, these drills shall be held before sailing. The Administration
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may accept other arrangements that are at least equivalent for those classes of ships
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for which this is impracticable.
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3.3 Abandon ship drill

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3.3.1. Each abandon ship drill shall include:

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.1. summoning of passengers and crew to muster stations with the alarm required

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communication system and ensuring that they are made aware of the order to
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abandon ship;

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.2. reporting to stations and preparing for the duties described in the muster list;
.3. checking that passengers and crew are suitably dressed;
.4. checking that lifejackets are correctly donned;
.5. lowering of at least one lifeboat after any necessary preparation for launching;
.6. starting and operating the lifeboat engine;
.7. operation of davits used for launching liferafts;
.8. a mock search and rescue of passengers trapped in their staterooms; and
.9. instruction in the use of radio life-saving appliances.
3.3.2. Different lifeboats shall, as far as practicable, at successive drills.
3.3.3. Each lifeboat shall be launched, and manoeuvred in the water by its assigned
operating crew, at least once every three months during an abandon ship drill.

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. In the case of a lifeboat arranged for free-fall launching, at least once every three
months during an abandon ship drill the crew shall board the lifeboat, properly
secure themselves in their seats and commence launch procedures up to but not
including the actual release of the lifeboat (i.e., the release hook shall not be
released). The lifeboat shall then either be free-fall launched with only the required
operating crew on board, or lowered into the water by means of the secondary
means of launching with or without the operating crew on board. In both cases the
lifeboat shall thereafter be manoeuvred in the water by the operating crew. At
intervals of not more than six months, the lifeboat shall either be launched by free-
fall with only the operating crew on board, or simulated launching shall be carried
out in accordance with the guidelines developed by the Organization .
The Administration may allow ships operating on short international voyages not

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to launch the lifeboats on one side if their berthing arrangements in port and their
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trading patterns do not permit launching of lifeboats on that side. However, all
such lifeboats shall be lowered at least once every three months and launched at
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least annually.
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. As far as is reasonable and practicable, rescue boats other than lifeboats which are
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also rescue boats, shall be launched each month with their assigned crew aboard
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and manoeuvred in the water. In all cases this requirement shall be complied with

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at least once every three months.

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If lifeboat and rescue boat launching drills are carried out with the ship making
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headway, such drills shall, because of the dangers involved, be practised in

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sheltered waters only and under the supervision of an officer experienced in such
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drills
. If a ship is fitted with marine evacuation systems, drills shall include exercising
of the procedures required for the deployment of such a system up to the point
immediately preceding actual deployment of the system. This aspect of drills
should be augmented by regular instruction using the on-board training aids
required by regulation .Additionally, every system party member shall, as far as
practicable, be further trained by participation in a full deployment of a similar
system into water, either on board a ship or ashore, at intervals of not longer than
two years, but in no case longer than three years.
. Emergency lighting for mustering and abandonment shall be tested at each
abandon ship drill.

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4 On-board training and instructions

4.1. On-board training in the use of the ship’s life-saving appliances, including
survival craft equipment, and in the use of the ship’s fire-extinguishing appliances
shall be given as soon as possible but not later than two weeks after a crew
member joins the ship. However, if the crew member is on a regularly scheduled
rotating assignment to the ship, such training shall be given not later than two
weeks after the time of first joining the ship. Instructions in the use of the ship’s
fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be
given at the same interval as the drills. Individual instruction may cover different
parts of the ship’s life-saving and fire-extinguishing appliances, but all the ship’s
life-saving and fire-extinguishing appliances shall be covered within any period of
two months.

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4.2. Every crew member shall be given instructions which shall include but not
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necessarily be limited to:
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.1. operation and use of the ship’s inflatable liferafts;
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.2. problems of hypothermia, first-aid treatment for hypothermia and other
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appropriate first-aid procedures;

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.3. special instructions necessary for use of the ship’s life-saving appliances in
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severe weather and severe sea conditions; and
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.4. operation and use of fire-extinguishing appliances.

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4.3. On-board training in the use of davit-launched liferafts shall take place at
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intervals of not more than four months on every ship fitted with such appliances.
Whenever practicable this shall include the inflation and lowering of a life raft.
This life raft may be a special life raft intended for training purposes only, which is
not part of the ship’s life-saving equipment; such a special life raft shall be
conspicuously marked.
5 Records
. The date when musters are held, details of abandon ship drills and fire drills, drills
of other life-saving appliances and on-board training shall be recorded in such log-
book as may be prescribed by the Administration. If a full muster, drill or training
session is not held at the appointed time, an entry shall be made in the log-book
stating the circumstances and the extent of the muster, drill or training session held.

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Regulation 20 - Operational readiness, maintenance and inspections

1. This regulation applies to all ships. The requirements of paragraphs 3.2, 3.3 and
6.2 shall be complied with, as far as is practicable, on ships constructed before 1
July 1986.
2 Operational readiness
. Before the ship leaves port and at all times during the voyage, all life-saving
appliances shall be in working order and ready for immediate use.
3 Maintenance
3.1. Maintenance, testing and inspections of life–saving appliances shall be carried
out based on the guidelines developed by the Organization and in a manner having

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due regard to ensuring reliability of such appliances.
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3.2. Instructions for on-board maintenance of life-saving appliances complying
with regulation 36 shall be provided and maintenance shall be carried out
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accordingly.

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3.3. The Administration may accept, in compliance with the requirements of

paragraph 3.2, a shipboard planned maintenance programme, which includes the
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requirements of regulation 36.”
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4 Maintenance of falls
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. Falls used in launching shall be inspected periodically with special regard for
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areas passing through sheaves, and renewed when necessary due to deterioration of
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the falls or at intervals of not more than 5 years, whichever is the earlier.
5 Spares and repair equipment
Spares and repair equipment shall be provided for life-saving appliances and their
components which are subject to excessive wear or consumption and need to be
replaced regularly.
6 Weekly inspection
. The following tests and inspections shall be carried out weekly and a report of the
inspection shall be entered in the log-book:
.1. all survival craft, rescue boats and launching appliances shall be visually
inspected to ensure that they are ready for use. The inspection shall include, but is
not limited to, the condition of hooks, their attachment to the lifeboat and the on-
load release gear being properly and completely reset;

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.2. all engines in lifeboats and rescue boats shall be run for a total period of not less
than 3 min, provided the ambient temperature is above the minimum temperature
required for starting and running the engine. During this period of time it should be
demonstrated that the gear box and gear box train are engaging satisfactorily. If the
special characteristics of an outboard motor fitted to a rescue boat would not allow
it to be run other than with its propeller submerged for a period of 3 min, a suitable
water supply may be provided. In special cases the Administration may waive this
requirement for ships constructed before 1 July 1986;
.3. lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their
stowed position, without any persons on board, to the extent necessary to
demonstrate satisfactory operation of launching appliances, if weather and sea
conditions so allow; and

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.4. the general emergency alarm shall be tested.
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7 Monthly inspections
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7.1. All lifeboats, except free-fall lifeboats, shall be turned out from their stowed

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position, without any persons on board if weather and sea conditions so allow.
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7.2. Inspection of the life-saving appliances, including lifeboat equipment, shall be

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carried out monthly using the checklist required by regulation 36.1 to ensure that
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they are complete and in good order. A report of the inspection shall be entered in

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the log-book.
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8 Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems and

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maintenance and repair of inflated rescue boats.

8.1. Every inflatable life raft, inflatable lifejacket, and marine evacuation system
shall be serviced:
.1. at intervals not exceeding 12 months, provided where in any case this is
impracticable, the Administration may extend this period to 17 months; and
.2. at an approved servicing station which is competent to service them, maintains
proper servicing facilities and uses only properly trained personnel .

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8.2 Rotational deployment of marine evacuation systems

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Operational Issues relating to Marine Evacuation Systems MGN 273 (M)
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During an evacuation drill in the UK using a Marine Evacuation System (MES) an

evacuee became lodged in the passage and subsequently died. The Marine
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Accident Investigation Branch (MAIB) investigated the accident and reported the
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findings. The evacuee was found stuck in one of the cells of the chute, in a “piked”
position (arms and legs above the head).and subsequently died. Even though this
type of accidents are very rare the probable cause was reported owing to non
compatibility between life jacket and MES. Trials have shown that some
lifejackets used with Marine Evacuation Systems have a greater sensitivity than
others to “riding up” as an evacuee descends the passage. This effect is particularly
marked in systems comprising a vertical chute. Operators should consult MES
manufacturers for guidance about the most suitable lifejackets for use with the
system and provide these for MES evacuation.

8.2. In addition to or in conjunction with the servicing intervals of marine

evacuation systems required by paragraph 8.1, each marine evacuation system
should be deployed from the ship on a rotational basis at intervals to be agreed by
the Administration provided that each system is to be deployed at least once every
six years.

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8.3. An Administration which approves new and novel inflatable life raft
arrangements pursuant to regulation 4 may allow for extended service intervals on
the following conditions:
8.3.1. The new and novel life raft arrangement has proved to maintain the same
standard, as required by testing procedure, during extended service intervals.
8.3.2. The life raft system shall be checked on board by certified personnel
according to paragraph 8.1.1.
8.3.3. Service at intervals not exceeding five years shall be carried out in
accordance with the recommendations of the Organization.
8.4. All repairs and maintenance of inflated rescue boats shall be carried out in
accordance with the manufacturer’s instructions. Emergency repairs may be

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carried out on board the ship; however, permanent repairs shall be effected at an
approved servicing station.
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8.5. An Administration which permits extension of life raft service intervals in
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accordance with paragraph 8.3 shall notify the Organization of such action in
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accordance with regulation I/5(b).

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9 Periodic servicing of hydrostatic release units

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Hydrostatic release units, other than disposable hydrostatic release units, shall be

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serviced:
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.1. at intervals not exceeding 12 months, provided where in any case this is

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impracticable, the Administration may extend this period to 17 months;

.2. at a servicing station which is competent to service them, maintains proper
servicing facilities and uses only properly trained personnel.
10 Marking of stowage locations
. Containers, brackets, racks, and other similar stowage locations for life-saving
equipment, shall be marked with symbols in accordance with the recommendations
of the Organization, indicating the devices stowed in that location for that purpose.
If more than one device is stowed in that location, the number of devices shall also
be indicated.
11 Periodic servicing of launching appliances and on-load release gear
11.1. Launching appliances shall be:
.1. maintained in accordance with instructions for on-board maintenance as
required by regulation 36;

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.2. subject to a thorough examination at the annual surveys required by regulations

I/7 or I/8, as applicable; and
.3. upon completion of the examination referred to in .2 subjected to a dynamic test
of the winch brake at maximum lowering speed. The load to be applied shall be the
mass of the survival craft or rescue boat without persons on board, except that, at
intervals not exceeding five years, the test shall be carried out with a proof load
equal to 1.1 times the weight of the survival craft or rescue boat and its full
complement of persons and equipment.
11.2. Lifeboat or rescue boat on-load release gear, including free-fall lifeboat
release systems, shall be:
.1. maintained in accordance with instructions for on-board maintenance as

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required by regulation 36;
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.2. subject to a thorough examination and operational test during the annual
surveys required by regulation I/7 and I/8 by properly trained personnel familiar
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with the system; and

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.3. operationally tested under a load of 1.1 times the total mass of the boat when
loaded with its full complement of persons and equipment whenever the release
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gear is overhauled. Such over-hauling and test shall be carried out at least once
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every five years.

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11.3. Davit-launched life raft automatic release hooks shall be:

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.1. maintained in accordance with instructions for on-board maintenance as
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required by regulation 36;

.2. subject to a thorough examination and operational test during the annual
surveys required by regulations I/7 and I/8 by properly trained personnel familiar
with the system; and
.3. operationally tested under a load of 1.1 times the total mass of the life raft when
loaded with its full complement of persons and equipment whenever the automatic
release hook is overhauled. Such over-hauling and test shall be carried out at least
once every five years.

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Solas Chapter –III, Section- II, Part-B, Section – II Regulation 21

Passenger ships engaged on international voyages which are not short
international voyages shall carry:
Partially or totally enclosed lifeboats complying with the requirements of section
4.5(partially enclosed life boats) or 4.6 (totally enclosed lifeboats) of the LSACode
on each side of such aggregate capacity as will accommodate not less than 50% of
the total number of persons on board.
The Administration may permit the substitution of lifeboats by life rafts of
equivalent total capacity provided that there shall never be less than sufficient
lifeboats on each side of the ship to accommodate 37.5% of the total number of
persons on board.

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The inflatable or rigid life rafts shall comply with the requirements of section 4.2
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(inflatable liferafts) or 4.3 (rigid life rafts) of the LSA Code and shall be served by
launching appliances equally distributed on each side of the ship, and
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In addition, inflatable or rigid life rafts complying with the requirements of section
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4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least
25% of the total number of persons on board.
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Passenger ships engaged on short international voyages and complying with the

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special standards of subdivision prescribed by regulation II-1/6.5 shall carry:
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Partially or totally enclosed lifeboats complying with the requirements of section

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4.5 or 4.6 of the Code of such aggregate capacity as will accommodate at least
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30% of the total number of persons on board. The lifeboats shall, as far as
practicable, be equally distributed on each side of the ship. In addition inflatable or
rigid life rafts complying with the requirements of section 4.2 or 4.3 of the Code
shall be carried of such aggregate capacity that, together with the lifeboat capacity,
the survival craft will accommodate the total number of persons on board. The life
rafts shall be served by launching appliances equally distributed on each side of the
ship; and
In addition, inflatable or rigid life rafts complying with the requirements of section
4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least
25% of the total number of persons on board.
Passenger ships engaged on short international voyages and not complying with
the special standards of subdivision prescribed by regulation II-1/6.5 shall carry
survival craft complying with the requirements of paragraph 1.1.

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All survival craft required to provide for abandonment by the total number of
persons on board shall be capable of being launched with their full complement of
persons and equipment within a period of 30 min from the time the abandon ship
signal is given.
In lieu of meeting the requirements of paragraph 1.1, 1.2 or 1.3, passenger ships of
less than 500 gross tonnage where the total number of persons on board is less than
200, may comply with the following:
They shall carry on each side of the ship, inflatable or rigid life rafts complying
with the requirements of section 4.2 or 4.3 of the Code and of such aggregate
capacity as will accommodate the total number of persons on board;
Unless the life rafts required by paragraph 1.5.1 are stowed in a position providing

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for easy side-to-side transfer at a single open deck level, additional life rafts shall
be provided so that the total capacity available on each side will accommodate
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150% of the total number of persons on board.
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If the rescue boat required by paragraph 2.2 is also a partially or totally enclosed

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lifeboat complying with the requirements of section 4.5 or 4.6 of the Code, it may
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be included in the aggregate capacity required by paragraph 1.5.1, provided that

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the total capacity available on either side of the ship is at least 150% of the total

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number of persons on board; and

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In the event of any one survival craft being lost or rendered unserviceable, there
shall be sufficient survival craft available for use on each side, including those
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which are stowed in a position providing for easy side-to-side transfer at a single
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open deck level, to accommodate the total number of persons on board.

A marine evacuation system or systems complying with section 6.2 of the Code
may be substituted for the equivalent capacity of life rafts and launching
appliances required by paragraph 1.1.1 or 1.2.1.
Rescue boats (Regulation 21-2)
Passenger ships of 500 gross tonnage and over shall carry at least one rescue boat
complying with the requirements of section 5.1 of the Code on each side of the
ship.
Passenger ships of less than 500 gross tonnage shall carry at least one rescue boat
complying with the requirements of section 5.1 of the Code.
A lifeboat may be accepted as a rescue boat provided it also complies with the
requirements for a rescue boat

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Marshalling of life rafts (Regulation 21-3)

The number of lifeboats and rescue boats that are carried on passenger ships shall
be sufficient to ensure that in providing for abandonment by the total number of
persons on board not more than six life rafts need be marshalled by each lifeboat or
rescue boat.
The number of lifeboats and rescue boats that are carried on passenger ships
engaged on short international voyages and complying with the special standards
of subdivision prescribed by regulation II-1/6.5 shall be sufficient to ensure that in
providing for abandonment by the total number of persons on board not more than
nine life rafts need be marshalled by each lifeboat or rescue boat
Solas Chapter – III, Section –II, Part-B Regulation-22-(Personal LSA)

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Life Buoys (Regulation 22-1)
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A passenger ship shall carry not less than the number of lifebuoys complying with
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the requirements of regulation 7.1 and section 2.1 of the Code prescribed in the
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following table:
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Length of ship in metres Minimum number of

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lifebuoys
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Under 60 8
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60 and under 120 12

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120 and under 180 18

180 and under 240 24
240 and over 30

Notwithstanding regulation 7.1.3,(which requires half the life buoys carried to have
lights) passenger ships of under 60 m in length shall carry not less than six
lifebuoys provided with self-igniting lights
Lifejackets (Regulation 22-2)
In addition to the lifejackets required by regulation 7.2, which requires
Every passenger ship shall carry lifejackets for every person on board and for not
less than 5% of the total number of persons on board. These lifejackets shall be
stowed in conspicuous places on deck or at muster stations. Additionally 10 %life
jackets for children (or for every child on board )

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Where lifejackets for passengers are stowed in staterooms which are located
remotely from direct routes between public spaces and muster stations, the
additional lifejackets for these passengers required under regulation 7.2.2, shall be
stowed either in the public spaces, the muster stations, or on direct routes between
them. The lifejackets shall be stowed so that their distribution and donning does
not impede orderly movement to muster stations and survival craft embarkation
stations.
Carriage of Infant and Oversized Lifejackets
IMO resolution MSC.201(81) entered into force on 1st July 2010. The Resolution
amends SOLAS III/7 and introduces requirements for the carriage of infant
lifejackets and oversize lifejackets

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1 for passenger ships on voyages of less than 24 hours, a number of infant
lifejackets equal to at least 2.5% of the number of passengers on board shall be
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provided;
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.2 for passenger ships on voyages of 24 hours or greater, infant lifejackets shall be

provided for each infant on board;

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.3 a number of lifejackets suitable for children equal to at least 10% of the number
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of passengers on board shall be provided or such greater number as may be
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required to provide a lifejacket for each child;

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.4 a sufficient number of lifejackets shall be carried for persons on watch and for
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use at remotely located survival craft stations. The lifejackets carried for persons

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on watch should be stowed on the bridge, in the engine control room and any other
manned watch station; and
.5 if the adult lifejackets on board are not designed to fit persons weighing up to
140 kg and with a chest girth up to 1750 mm, a sufficient number of suitable
accessories shall be available on board to allow them to be secured to such persons.
Lifejacket lights (Regulation 22-3)
On all passenger ships each lifejacket shall be fitted with a light complying with
the requirements of paragraph 2.2.3 (white coloured and for 8 hrs duration)of the
Code.
Immersion suits and thermal protective aids (Regulation 22-4)
All passenger ships shall carry for each lifeboat on the ship at least three
immersion suits complying with the requirements of section 2.3 of the Code and, in
addition, a thermal protective aid complying with the requirements of section 2.5
of the Code for every person to be accommodated in the lifeboat and not provided

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with an immersion suit. These immersion suits and thermal protective aids need
not be carried:
For persons to be accommodated in totally or partially enclosed lifeboats; or
If the ship is constantly engaged on voyages in warm climates where, in the
opinion of the Administration, they are unnecessary.
The provisions of paragraph 4.1.1 also apply to partially or totally enclosed
lifeboats not complying with the requirements of section 4.5 or 4.6 of the Code,
provided they are carried on ships constructed before 1 July 1986.
Regulation-23 Survival craft and rescue boat embarkation arrangements
On passenger ships, survival craft embarkation arrangements shall be designed for:

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All lifeboats to be boarded and launched either directly from the stowed position or
from an embarkation deck but not both; and
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Davit-launched life rafts to be boarded and launched from a position immediately
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adjacent to the stowed position or from a position to which, the life raft is
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transferred prior to launching.

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Rescue boat arrangements shall be such that the rescue boat can be boarded and

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launched directly from the stowed position with the number of persons assigned to
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crew the rescue boat on board. Notwithstanding the requirements of paragraph 1.1,
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if the rescue boat is also a lifeboat and the other lifeboats are boarded and launched
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from an embarkation deck, the arrangements shall be such that the rescue boat can

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also be boarded and launched from the embarkation deck.

Regulation-24 Stowage of survival craft
The stowage height of a survival craft on a passenger ship shall take into account
the requirements of regulation 13.1.2, the escape provisions of regulation II-2/28,
the size of the ship, and the weather conditions likely to be encountered in its
intended area of operation. For a davit-launched survival craft, the height of the
davit head with the survival craft in embarkation position, shall, as far as
practicable, not exceeding 15 m to the waterline when the ship is in its lightest
seagoing condition
Regulation 25 - Muster stations
Every passenger ship shall, in addition to complying with the requirements of
regulation 11, have passenger muster stations which shall:
Be in the vicinity of, and permit ready access for the passengers to, the
embarkation stations unless in the same location; and

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Have ample room for marshalling and instruction of the passengers, but at
least 0.35 m2 per passenger.
Regulation 26 Additional requirements for RO-RO passenger ships
This regulation applies to all ro-ro passenger ships.
Life rafts
The ro-ro passenger ship’s life rafts shall be served by marine evacuation systems
complying with the requirements of section 6.2 of the Code or launching
appliances complying with the requirements of paragraph 6.1.5 of the Code,
equally distributed on each side of the ship.
Every life raft on ro-ro passenger ships shall be provided with float-free stowage

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arrangements complying with the requirements of regulation 13.4.
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Every life raft on ro-ro passenger ships shall be of a type fitted with a boarding
ramp complying with the requirements of paragraph 4.2.4.1 or 4.3.4.1 of the Code,
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as appropriate.

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Self righting ability: Every life raft on ro-ro passenger ships shall either be
automatically self-righting or be a canopied reversible life raft which is stable in a
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seaway and is capable of operating safely whichever way up it is floating.
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Alternatively, the ship shall carry automatically self-righting life rafts or canopied

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reversible life rafts, in addition to its normal complement of life rafts, of such
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aggregate capacity as will accommodate at least 50% of the persons not

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accommodated in lifeboats. This additional life raft capacity shall be determined
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on the basis of the difference between the total number of persons on board and the
number of persons accommodated in lifeboats. Every such life raft shall be
approved by the Administration having regard to the recommendations adopted by
the Organization
Radar Transponders: Life rafts carried on ro-ro passenger ships shall be fitted with a
radar transponder in the ratio of one transponder for every four life rafts. The
transponder shall be mounted inside the life raft so its antenna is more than one
metre above the sea level when the life raft is deployed, except that for canopied
reversible life rafts the transponder shall be so arranged as to be readily accessed
and erected by survivors. Each transponder shall be arranged to be manually
erected when the life raft is deployed. Containers of life rafts fitted with
transponders shall be clearly marked.

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Fast rescue boats

At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue
boat approved by the Administration having regard to the recommendations
adopted by the Organization.
Each fast rescue boat shall be served by a suitable launching appliance approved
by the Administration. When approving such launching appliances, the
Administration shall take into account that the fast rescue boat is intended to be
launched and retrieved even under severe adverse weather conditions, and also
shall have regard to the recommendations adopted by the Organization.
At least two crews of each fast rescue boat shall be trained and drilled regularly
having regard to the Seafarers Training, Certification and Watch keeping (STCW)

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Code and recommendations adopted by the Organization, including all aspects of
rescue, handling, manoeuvring, operating these craft in various conditions, and
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righting them after capsize.
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In the case where the arrangement or size of a ro-ro passenger ship, constructed

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before 1 July 1997, is such as to prevent the installation of the fast rescue boat
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required by paragraph 3.1, the fast rescue boat may be installed in place of an
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existing lifeboat which is accepted as a rescue boat or, in the case of ships

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constructed prior to 1 July 1986, boats for use in an emergency, provided that all of
the following conditions are met:

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The fast rescue boat installed is served by a launching appliance complying

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with the provisions of paragraph 3.2;
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The capacity of the survival craft lost by the above substitution is

compensated by the installation of life rafts capable of carrying at least an
equal number of persons served by the lifeboat replaced; and
Such life rafts are served by the existing launching appliances or marine
evacuation systems.
Means of rescue
Each ro-ro passenger ship shall be equipped with efficient means for rapidly
recovering survivors from the water and transferring survivors from rescue units or
survival craft to the ship.
The means of transfer of survivors to the ship may be part of a marine evacuation
system, or may be part of a system designed for rescue purposes.

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If the slide of a marine evacuation system is intended to provide the means of

transfer of survivors to the deck of the ship, the slide shall be equipped with hand
lines or ladders to aid in climbing up the slide.
Lifejackets
A sufficient number of lifejackets shall be stowed in the vicinity of the muster
stations so that passengers do not have to return to their cabins to collect their
lifejackets.
In ro-ro passenger ships, each lifejacket shall be fitted with a light complying with
the requirements.

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Regulation 27 Information on passengers
1. All persons on board all passenger ships shall be counted prior to departure.
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2. Details of persons who have declared a need for special care or assistance in
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emergency situations shall be recorded and communicated to the master

prior to departure.
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In addition, the names and gender of all persons on board, distinguishing

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between adults, children and infants shall be recorded for search and rescue
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purposes.

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The information required as above shall be kept ashore and made readily available
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to search and rescue services when needed.

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Administrations may exempt passenger ships from the requirements of paragraph

3, if the scheduled voyages of such ships render it impracticable for them to
prepare such records
Regulation 28 Helicopter landing and pick-up areas
All ro-ro passenger ships shall be provided with a helicopter pick-up area
approved by the Administration having regard to the recommendations adopted by
the Organization.
Ro-ro passenger ships of 130 m in length and upwards, constructed on or after 1
July 1999, shall be fitted with a helicopter landing area approved by the
Administration having regard to the recommendations adopted by the
Organization.

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Regulation 29 DSS for masters of passenger ships

This regulation applies to all passenger ships.
In all passenger ships, a decision support system for emergency management shall
be provided on the navigation bridge.
The system shall, as a minimum, consist of a printed emergency plan or plans all
foreseeable emergency situations shall be identified in the emergency plan or
plans, including, but not limited to, the following main groups of emergencies:
Fire, Damage to ship, Pollution, Unlawful acts threatening the safety of the ship
and the security of its passengers and crew, Personnel accidents, Cargo-related
accidents and emergency assistance to other ships.

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The emergency procedures established in the emergency plan or plans shall
provide decision support to masters for handling any combination of emergency
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situations.
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The emergency plan or plans shall have a uniform structure and be easy to use.

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Where applicable, the actual loading condition as calculated for the passenger
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ship’s voyage stability shall be used for damage control purposes.

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In addition to the printed emergency plan or plans, the Administration may also
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accept the use of a computer-based decision support system on the Navigation

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Bridge which provides all the information contained in the emergency plan or
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plans, procedures, checklists, etc., which is able to present a list of recommended

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actions to be carried out in foreseeable emergencies.
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Regulation-30 Drills
This regulation applies to all passenger ships.
On passenger ships, an abandon ship drill and fire drill shall take place weekly. The
entire crew need not be involved in every drill, but each crew member must
participate in an abandon ship drill and a fire drill each month as required in
regulation
Regulation 37 - Muster list and emergency instructions
1. The muster list shall specify details of the general emergency alarm and public
address system prescribed by section 7.2 of the Code and also action to be taken by
crew and passengers when this alarm is sounded. The muster list shall also specify
how the order to abandon ship will be given.
2. Each passenger ship shall have procedures in place for locating and rescuing
passengers trapped in their staterooms.

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3. The muster list shall show the duties assigned to the different members of the
crew including:
.1. closing of the watertight doors, fire doors, valves, scuppers, sidescuttles,
skylights, portholes and other similar openings in the ship;
.2. equipping of the survival craft and other life-saving appliances;
.3. preparation and launching of survival craft;
.4. general preparation of other life-saving appliances;
.5. muster of passengers;
.6. use of communication equipment;

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.7. manning of fire parties assigned to deal with fires; and
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.8. special duties assigned in respect to the use of fire-fighting equipment and
installations.
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4. The muster list shall specify which officers are assigned to ensure that life-

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saving and fire appliances are maintained in good condition and are ready for
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immediate use.
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5. The muster list shall specify substitutes for key persons who may become
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disabled, taking into account that different emergencies may call for different

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actions.
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6. The muster list shall show the duties assigned to members of the crew in relation

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to passengers in case of emergency. These duties shall include:

.1. warning the passengers;
.2. seeing that they are suitably clad and have donned their lifejackets correctly;
.3. assembling passengers at muster stations;
.4. keeping order in the passageways and on the stairways and generally
controlling the movements of the passengers; and
.5. ensuring that a supply of blankets is taken to the survival craft.
7. The muster list shall be prepared before the ship proceeds to sea. After the
muster list has been prepared, if any change takes place in the crew which
necessitates an alteration in the muster list, the master shall either revise the list or
prepare a new list.
8. The format of the muster list used on passenger ships shall be approved.

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New regulations for life jackets apply to life saving equipment and especially for
life jackets. Chapter III of MSC 81/25/Add.1 ANNEX 1, effective 1st of July 2010,
regulate the following.
Regulation 7 – “.1 for passenger ships on voyages less than 24 h, a number of
infant lifejackets equal to at least 2.5% of the number of passengers on board shall
be provided; .
2 for passenger ships on voyages 24 h or greater, infant lifejackets shall be
provided for each infant on board;”
“ if the adult lifejackets provided are not designed to fit persons weighing up to
140 kg and with a chest girth of up to 1,750 mm, a sufficient number of suitable
accessories shall be available on board to allow them to be secured to such

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persons.”
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CHAPTER 7

FIRE SAFETY MEASURES FOR PASSENGER SHIPS

Understanding Fire:
We all understand that F I R E means, Find, Inform, Restrict and Extinguish
After finding the fire we should inform, and simultaneously try to restrict the same,
arrange for extinguishing.

What is the identification of fire? : Normal opinion is that the fire is identified
by smoke, flame, heat, smell, alarms etc (various answers from different
quearters). It is envisaged here that, the fire is identified by the rise in temperature

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above flash point.
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Smoke and flame are aftermath of fire. Flame will take place only when the
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vapour is present in proper proportion, (known as flammable limits) + oxygen
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(minimum 10.8% by volume) + ignition source.

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Liquids and solids do not burn until they are turned into vapour.
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Hence the understanding of fire should be that, it starts when enough vapours are

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produced. It becomes flame only when oxygen is present along with ignition

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source.
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So, fire can start even without oxygen. It can become flame, when the oxygen is
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present.

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Hence the Fire Triangle concept, actually is the flame triangle.

Hence understanding should be fire IS different and flame is different.
Fire can be easily controlled by cooling, thereby flame can be avoided.
Flame prevention is better than flame extinguishing.

Flash point is the temperature at which enough vapours are produced. Hence it can
be said that at Flash point, the fire has started and it may become flame at ignition
point. These temperatures are given in the Material Safety Data Sheets (MSDS).
In accommodation and other places it is conveniently assumed to be 60ºC.

Once the temperature rise is identified, it is advised to start the boundary cooling to
bring down the temperature below FP to avoid a flame. Flame once takes place,
can spread very fast, damaging the surroundings.

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To enable automatic boundary cooling or to bring down the temperature, HI-FOG

systems are being introduced in passenger ships and other ships. HI-FOG being a
very fine water vapour, does not damage the surroundings or any closed electrical
equipment. Th HI_FOG can be released even with personnel being present in the
region.

Hence it has to be understood the fire fighting involves cooling and flame control
by extinguishers.

Please be careful and understand, that even if the flame is extinguished, unless the
temperature is brought below the flash point, the re-ignition can take place.
For example, CO2 and DCP extinguishers, will put out the flame only and not the

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fire. Once the flame is off, continue boundary cooling or water spray (like that
used in Gas Carriers) till the temperature comes down. Do not let oxygen come in
contact with the burnt material.
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Pyrophoric fires, bacterial fires, fires due static discharge etc are some of the

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examples where fire has emanated without the prescence of oxygen.
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Chapter II – 2 of SOLAS covers Construction - Fire protection, fire detection and
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fire extinction on ships. This section was completely rewritten and on 1 July 2002

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a comprehensive new set of requirements entered into force applicable for vessels
built after 1st July 2002. There are regulations applicable to all ships and some that
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are applicable to passenger ships only. Ships built before the date are subject to the
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new regulations if they have undergone significant modifications.

. The new Fire Safety Systems Code (FSS Code), is made mandatory under the
new chapter, includes detailed specifications for fire safety systems in 15 Chapters.
New methodology, based on modern fire prevention and fire fighting techniques,
and using fire load criteria and risk analysis method, are now allowed, thus
allowing new alternative designs.
The International Code for Application of Fire
Test Procedures (FTP Code) is in force since 01rst July 1998 with a new edition
adopted in December 2010 and entered into force on 01.07.2012 (2010 FTP
Code).

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Some of the significant regulations are listed below.

Under regulation 4 : Limitations in the use of oils as fuel
The following limitations shall apply to the use of oil as fuel:

Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of

less than 60°C shall be used. In emergency generators oil fuel with a flashpoint of
not less than 43°C may be used; the use of oil fuel having a flashpoint of less than
60°C but not less than 43°C may be permitted (e.g., for feeding the emergency fire
pump’s engines and the auxiliary machines which are not located in the machinery
spaces of category A) subject to the following:

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Fuel oil tanks except those arranged in double bottom compartments shall be
located outside of machinery spaces of category A; provisions for the measurement
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of oil temperature are provided on the suction pipe of the oil fuel pump; stop
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valves and/or cocks are provided on the inlet side and outlet side of the oil fuel
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strainers; and pipe joints of welded construction or of circular cone type or
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spherical type union joint are applied as much as possible; and Fuel with flashpoint
lower than the above limit is allowed only in cargo ships, (such as LNG carriers)
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subject to additional precautions and requirements.
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Arrangements for fuel oil

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External high-pressure fuel delivery lines between the high-pressure fuel pumps
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and fuel injectors shall be protected with a jacketed piping system capable of
containing fuel from a high-pressure line failure. A jacketed pipe incorporates an
outer pipe into which the high-pressure fuel pipe is placed, forming a permanent
assembly. The jacketed piping system shall include a means for collection of
leakages and arrangements shall be provided with an alarm in case of a fuel line
failure.

Oil fuel lines shall not be located immediately above or near units of high
temperature including boilers, steam pipelines, exhaust manifolds, silencers or
other equipment required to be insulated .As far as practicable, oil fuel lines shall
be arranged far apart from hot surfaces, electrical installations or other sources of
ignition and shall be screened or otherwise suitably protected to avoid oil spray or
oil leakage onto the sources of ignition. The number of joints in such piping
systems shall be kept to a minimum.

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Under Regulation 5
In passenger ships, except in cargo spaces, all linings, grounds, draught stops and
ceilings shall be of non-combustible material except in mail rooms, baggage
rooms, saunas or refrigerated compartments of service spaces. Partial bulkheads or
decks used to subdivide a space for utility or artistic treatment shall also be of non-
combustible materials.

Under regulation 7
Protection of cargo spaces in passenger ships
A fixed fire detection and fire alarm system or a sample extraction smoke detection
system shall be provided in any cargo space which, in the opinion of the
Administration, is not accessible, except where it is shown to the satisfaction of the

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Administration that the ship is engaged on voyages of such short duration that it
would be unreasonable to apply this requirement.
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Manually operated call points
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Manually operated call points complying with the Fire Safety Systems Code shall

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be installed throughout the accommodation spaces, service spaces and control
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stations. One manually operated call point shall be located at each exit. Manually
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operated call points shall be readily accessible in the corridors of each deck such
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that no part of the corridor is more than 20 m from a manually operated call point.

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Fire patrols in passenger ships

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Fire patrols :For ships carrying more than 36 passengers an efficient patrol system

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shall be maintained so that an outbreak of fire may be promptly detected. Each

member of the fire patrol shall be trained to be familiar with the arrangements of
the ship as well as the location and operation of any equipment he may be called
upon to use.
Inspection hatches. The construction of ceiling and bulkheads shall be such that it
will be possible, without impairing the efficiency of the fire protection, for the fire
patrols to detect any smoke originating in concealed and inaccessible places,
except where in the opinion of the Administration there is no risk of fire
originating in such places.
Two-way portable radiotelephone apparatus. Each member of the fire patrol shall
be provided with a two-way portable radiotelephone apparatus.

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Fire alarm signalling systems in passenger ships

Passenger ships shall at all times when at sea, or in port (except when out of
service), be so manned or equipped as to ensure that any initial fire alarm is
immediately received by a responsible member of the crew.
The control panel of fixed fire detection and fire alarm systems shall be designed
on the fail-safe principle (e.g. an open detector circuit shall cause an alarm
condition).
Passenger ships carrying more than 36 passengers shall have the fire detection
alarms for the systems centralized in a continuously manned central control station.
In addition, controls for remote closing of the fire doors and shutting down the
ventilation fans shall be centralized in the same location. The ventilation fans shall

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be capable of reactivation by the crew at the continuously manned control station.
The control panels in the central control station shall be capable of indicating open
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or closed positions of fire doors and closed or off status of the detectors, alarms
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and fans.
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The control panel shall be continuously powered and shall have an automatic
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change-over to standby power supply in case of loss of normal power supply. The
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control panel shall be powered from the main source of electrical power and the

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emergency source of electrical power.

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A special alarm, operated from the navigation bridge or fire control station, shall

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be fitted to summon the crew. This alarm may be part of the ship’s general alarm
system and shall be capable of being sounded independently of the alarm to the
passenger spaces.
Release of smoke from machinery spaces
The provisions of this paragraph shall apply to machinery spaces of category A
and, where the Administration considers desirable, to other machinery spaces.
Suitable arrangements shall be made to permit the release of smoke, in the event of
fire, from the space to be protected, The normal ventilation systems may be
acceptable for this purpose.
Means of control shall be provided for permitting the release of smoke and such
controls shall be located outside the space concerned so that, in the event of fire,
they will not be cut off from the space they serve.

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Smoke extraction systems in atriums of passenger ships

Atriums shall be equipped with a smoke extraction system. The smoke extraction
system shall be activated by the required smoke detection system and be capable of
manual control. The fans shall be sized such that the entire volume within the
space can be exhausted in 10 min or less.
Main vertical zones and horizontal zones
In ships carrying more than 36 passengers, the hull, superstructure and deckhouses
shall be subdivided into main vertical zones by "A-60" class divisions. Steps and
recesses shall be kept to a minimum, but where they are necessary they shall also
be "A-60" class divisions.
In ships carrying not more than 36 passengers, the hull, superstructure and

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deckhouses in way of accommodation and service spaces shall be subdivided into
main vertical zones by "A" class divisions.
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As far as practicable, the bulkheads forming the boundaries of the main vertical
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zones above the bulkhead deck shall be in line with watertight subdivision
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bulkheads situated immediately below the bulkhead deck.

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The length and width of main vertical zones may be extended to a maximum of 48

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m in order to bring the ends of main vertical zones to coincide with watertight

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subdivision bulkheads or in order to accommodate a large public space extending
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for the whole length of the main vertical zone provided that the total area of the
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main vertical zone is not greater than 1,600 m2 on any deck. The length or width of

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a main vertical zone is the maximum distance between the furthermost points of
the bulkheads bounding it.
Such bulkheads shall extend from deck to deck and to the shell or other
boundaries.
On ships designed for special purposes, such as automobile or railroad car ferries,
where the provision of main vertical zone bulkheads would defeat the purpose for
which the ship is intended, equivalent means for controlling and limiting a fire
shall be substituted and specifically approved by the Administration. Service
spaces and ship stores shall not be located on ro-ro decks unless protected in
accordance with the applicable regulations.
Protection of stairways and lifts in accommodation area
Stairways shall be within enclosures formed of "A" class divisions, with positive
means of closure at all openings, except that:

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a stairway connecting only two decks need not be enclosed, provided the integrity
of the deck is maintained by proper bulkheads or self-closing doors in one ’tween-
deck space. Stairways may be fitted in the open in a public space, provided they lie
wholly within the public space.
Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one
‘tween-deck to another and shall be provided with means of closing so as to permit
the control of draught and smoke. Machinery for lifts located within stairway
enclosures shall be arranged in a separate room, surrounded by steel boundaries,
except that small passages for lift cables are permitted. Lifts which open into
spaces other than corridors, public spaces, special category spaces, stairways and
external areas shall not open into stairways included in the means of escape.

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Ventilation systems for passenger ships carrying more than 36 passengers
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The ventilation system of a passenger ship carrying more than 36 passengers shall
be in compliance with the following additional requirements.
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In general, the ventilation fans shall be so disposed that the ducts reaching the
various spaces remain within the main vertical zone.
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Where ventilation systems penetrate decks, precautions shall be taken to reduce

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the likelihood of smoke and hot gases passing from one between-deck space to
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another through the system.

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Stairway enclosures shall be ventilated and served by an independent fan and duct
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system which shall not serve any other spaces in the ventilation systems. Exhaust

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ducts shall be provided with hatches for inspection and cleaning. The hatches shall
be located near the fire dampers
Exhaust ducts from galley ranges
Requirements for passenger ships carrying more than 36 passengers
Exhaust ducts from galley ranges shall be fitted with:
A grease trap readily removable for cleaning unless an alternative approved grease
removal system is fitted; a fire damper located in the lower end of the duct which
is automatically and remotely operated, and in addition a remotely operated fire
damper located in the upper end of the duct; a fixed means for extinguishing a fire
within the duct;
Remote-control arrangements for shutting off the exhaust fans and supply fans, for
operating fire dampers and for operating the fire-extinguishing system shall be
placed in a position close to the entrance to the galley. Where a multi-branch
system is installed, a remote means located with the above controls shall be

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provided to close all branches exhausting through the same main duct before an
extinguishing medium is released into the system, and suitably located hatches for
inspection and cleaning.

NUMBER OF FIRE PUMPS

Ships shall be provided with independently driven fire pumps as follows:
In passenger ships of 4000 GT and above at least 3; in passenger ships less than
4000 GT at least 2.

FIRE HOSES AND NOZZLES

Fire hoses shall be of non-perishable material approved by the Administration and
shall be sufficient in length to project a jet of water to any of the spaces in which

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they may be required to be used. Each hose shall be provided with a nozzle and the
necessary couplings. Hoses specified in this chapter as "fire hoses" shall, together
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with any necessary fittings and tools, be kept ready for use in conspicuous
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positions near the water service hydrants or connections. Additionally, in interior
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locations in passenger ships carrying more than 36 passengers fire hoses shall be

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connected to the hydrants at all times. Fire hoses shall have a length of at least 10
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m, but not more than

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.1. 15 m in machinery spaces;

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.2. 20 m in other spaces and open decks; and
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.3. 25 m for open decks on ships with a maximum breadth in excess of 30 m.

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In passenger ships carrying more than 36 passengers, each machinery space of

category A shall be provided with at least two suitable water fog applicators

SPRINKLER SYSTEMS IN PASSENGER SHIPS

Passenger ships carrying more than 36 passengers shall be equipped with an
automatic sprinkler, fire detection and fire alarm system of an approved type
complying with the requirements of the Fire Safety Systems Code in all control
stations, accommodation and service spaces, including corridors and stairways.
Alternatively, control stations, where water may cause damage to essential
equipment, may be fitted with an approved fixed fire-extinguishing system of
another type

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NUMBERS OF FIRE-FIGHTER’S OUTFITS

Ships shall carry at least two fire-fighter’s outfits.
In addition, in passenger ships there shall be provided: for every 80 m, or part
thereof, of the aggregate of the lengths of all passenger spaces and service spaces
on the deck which carries such spaces or, if there is more than one such deck, on
the deck which has the largest aggregate of such lengths, two fire-fighter’s outfits
and, in addition, two sets of personal equipment, each set comprising the items
stipulated in the Fire Safety Systems Code. In passenger ships carrying more than
36 passengers, two additional fire-fighter’s outfits shall be provided for each main
vertical zone, no additional fire-fighter’s outfits are required; and on ships carrying
more than 36 passengers, for each pair of breathing apparatus there shall be
provided one water fog applicator which shall be stored adjacent to such apparatus.

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MEANS OF ESCAPE IN PASSENGER SHIPS .co
Below the bulkhead deck, two means of escape, at least one of which shall be
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independent of watertight doors, shall be provided from each watertight
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compartment or similarly restricted space or group of spaces.

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Above the bulkhead deck there shall be at least two means of escape from each
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main vertical zone or similarly restricted space or group of spaces at least one of
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which shall give access to a stairway forming a vertical escape.
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.Stairway enclosures in accommodation and service spaces shall have direct access

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from the corridors and be of a sufficient area to prevent congestion, having in view
the number of persons likely to use them in an emergency. Protection of access
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from the stairway enclosures to the lifeboat and life raft embarkation areas shall be
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provided either directly or through protected internal routes which have fire
integrity and insulation.
Each level within an atrium shall have two means of escape, one of which shall
give direct access to an enclosed vertical means of escape. The widths, number and
continuity of escapes shall be in accordance with the requirements in the Fire
Safety Systems Code.

MARKING OF ESCAPE ROUTES

In addition to the emergency lighting, the means of escape, including stairways and
exits, shall be marked by lighting or photoluminescent strip indicators placed not
more than 300 mm above the deck at all points of the escape route including angles
and intersections. The marking must enable passengers to identify the routes of
escape and readily identify the escape exits. If electric illumination is used, it shall
be supplied by the emergency source of power and it shall be so arranged that the
failure of any single light or cut in a lighting strip will not result in the marking
being ineffective.

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NORMALLY LOCKED DOORS THAT FORM PART OF AN ESCAPE ROUTE

Cabin and stateroom doors shall not require keys to unlock them from inside the
room. Neither shall there be any doors along any designated escape route which
require keys to unlock them when moving in the direction of escape.
Escape doors from public spaces that are normally latched shall be fitted with a
means of quick release. Such means shall consist of a door-latching mechanism
incorporating a device that releases the latch upon the application of a force in the
direction of escape flow.
Lifts shall not be considered as forming one of the means of escape as required by
this regulation

EMERGENCY ESCAPE BREATHING DEVICES

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In passenger ships, at least two emergency escape breathing devices shall be
carried in each main vertical zone.
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In passenger ships carrying more than 36 passengers, two emergency escape
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breathing devices, in addition to those required in paragraph above, shall be

carried in each main vertical zone
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FIRE PATROL, ALARMS, P/A SYSTEM, SPRIKLER SYSTEM, FIRE DETECTION

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SYSTEM.

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FIRE PATROL: route map.
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Fire Patrols
• 1. Fire patrols shall comply with the following:
• (a) the ship’s organization shall be such that the patrolling is efficient,
having regard to the size and type of ship; the maintenance of the patrol at
all times while passengers are on board shall be the responsibility of the
master and the owners;
• (b) arrangements shall be made whereby the patrol shall report periodically
to the officer in charge;
• (c) the patrol system shall be maintained when ships are in port with
passengers on board; and
• (d) every part of the ship accessible to the fire patrol shall be visited

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regularly; for this purpose patrols shall be such as to ensure that the ship
shall be completely patrolled at least once an hour.
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SPRINKLER SYSTEM.
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• All accommodation spaces (cabins, public spaces, corridors, etc.) including
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stairways, service spaces (stores, pantries, galleys, etc.) and control stations are
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to be protected by a sprinkler system and a smoke detection system. Exemption

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is accepted for spaces with little or no fire risk such as voids or public toilets.
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• In some specific spaces, such as galleys, saunas or cold rooms with a
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temperature of less than 5°C, the use of heat detectors is accepted.

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• In control stations containing electronic equipment, alternative fixed

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firefighting systems are permitted in lieu of automatic sprinklers (e.g. “pre-

action system”).
• The regulation allows for "equivalent sprinkler systems" for which guidelines
have been elaborated to meet with medium or high pressure water fog systems.

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• Used for fire protection .

• Uses water to extinguish fire.
• Mainly fitted in the accommodation of all passenger ships due to very large area of
accommodation space.
• System is fitted based on zones separated by fire proof bulkheads.
• Net work of sprinkler heads arranged throughout the space to be protected.

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FIRE DETECTION SYSTEM.

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• Fire Detection Systems
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• (1) Fire-detecting systems shall be of a type that affords means of indicating
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by sight and by smell the presence of fire; they shall operate continuously and
reliably, without any part within the space served having to be reset, and must
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give indication of fire at an early stage.
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• (2) Where a fire-detecting system is combined with a smothering gas

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installation, the arrangement shall be such that smothering gas cannot be

admitted to the detecting cabinet; instructions for operating the fire detecting
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system shall be posted near the detecting cabinet.
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• (3) The arrangement of smoke accumulator points shall be as follows:

• (a) no part of the overhead deck shall be more than 12 m from a smoke
accumulator;
• (b) not more than three smoke accumulators shall be connected to one pipeline
leading to the smoke-detecting cabinet; and
• (c) where more than one accumulator is served by one main lead, branch leads
shall be of approximately the same length.
• The regulations for fire detection systems have been amended to cope with
the addressable technique.
• From 01 July 2010, following amendments entered into force for new
passenger ships:
• - Detectors fitted in cabins, when activated, shall also be capable of emitting
a local
• audible alarm in cabins spaces where they are located (refer to SOLAS
Chapter II-2, new text in reg. 7.5.2 and 7.5.3.1)

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• - Fire alarm systems shall be capable of remotely and individually

identifying each
• detector and manual call point (refer to SOLAS Chapter II-2, new reg. 2.4)

Public Address System

(1) The public address system shall be maintained in good order and shall be
tested before a ship leaves port, and daily throughout the voyage.
(2) The officers in charge of the various departments in a ship shall be trained
in the use of the public address system.

Fixed water based or equivalent local application fire extinguishing system

(SOLAS REG 11.2 /10.5.6 in chapter 11. )applies to passenger ships of 500 gt and

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above and cargo ships of 2000 gt and above.
Machinery spaces of category A and above 500 cubic metre in volume shall in
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addition to fixed fire extinguishing system be protected by fixed water based or
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equivalent local application fire extinguishing system. In the case of periodically
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unattended machinery spaces, it should have both automatic and manual release
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system. In the case of continuously manned machinery spaces it need to have only
manual release capacity.
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Fixed local application fire extinguishing system is to protect following areas
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without the necessity of engine shut down, personnel evacuation or sealing of

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spaces:
1.Fire hazard portions of internal combustion machinery used for ships main
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propulsion and power generator.
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2.Boiler fronts.
3.Fire hazard portion or incinerators and
4.Purifiers for heated fuel oil.
The activation of any local application system shall give a visual and distinct
audible alarm in the protection space and at continuously manned stations. The
alarm should indicate the specific system activated and in addition to fire alarm
and detection system.

REVISED GUIDELINES FOR THE APPROVAL OF FIXED WATER-BASED

Local application fire-fighting systems for use (specified in MSC.1/Circ.1387)
System operation
1 The system should be capable of manual release.
2 The activation of the system should not require engine shutdown, closing fuel oil
tank outlet valves, evacuation of personnel or sealing of the space, which could
lead to loss of electrical power or reduction of manoeuvrability. This is not

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intended to place requirements on the electrical equipment in the protected area

when the system is discharging freshwater.
3 The operation controls should be located at easily accessible positions inside and
outside the protected space. The controls inside the space should not be liable to be
cut off by a fire in the protected areas.
4 Pressure source components of the system should be located outside the
protected areas.
5 Where automatically operated fire-fighting systems are installed,
1. a warning notice should be displayed outside each entry point stating the type of
medium used and the possibility of automatic release;
2. the detection system should ensure rapid operation and prevent accidental
release.

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The area of coverage of the detection system sections should correspond to the area
of coverage of the extinguishing system sections. The following arrangements are
acceptable:
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.1 Set-up of two approved flame detectors; or
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.2 set-up of one approved flame detector and one approved smoke detector.

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Other arrangements can be accepted by the Administration.
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However, use of heat detectors should in general be avoided for these systems;
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.3 Discharge of water should be controlled by the detection system.
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The detection system should provide an alarm upon activation of any single

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detector and discharge if two or more detectors activate.

.4 Visual and audible indication of the activated section should be provided in the
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engine control room and the navigation bridge or continuously manned central
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control station.
.5 Operating instructions for the system should be displayed at each operating
position.
.6 Appropriate operational measures or interlocks should be provided if the engine-
room is fitted with a fixed high-expansion foam or aerosol fire-fighting system, to
prevent the local application system from interfering with the effectiveness of these
systems.
Arrangement of nozzles and water supply
.1 The system should be capable of fire suppression based on testing conducted
in accordance with these Guidelines.
.1 The system should be available for immediate use and capable of continuously
supplying water-based medium for at least 20 min to suppress or extinguish the fire
and to prepare for the discharge of the main fixed fire-extinguishing system within
that period of time.

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The conventional sprinkler system has given way to HI-FOG system in

accommodation spaces of all current cruise liners .Excellent performance
combined with minimal water usage, virtually no clean-up costs and little
passenger inconvenience has made it preferred choice of cruise ships from Queen
Mary two to Oasis of the Seas.
HI-FOG is the world’s leading water mist fire protection technology, originally
developed by Marioff Corporation for use on passenger ships,.
HI-FOG is an innovative fire protection technology utilizing high pressure to
produce a fine water mist with average drop size of 50 - 120 µm. HI-FOG
combines the extinguishing characteristics of water with the penetrative qualities
of gases with no danger to people or the environment. I M O has placed guide lines
for the use of water mist as sprinkler system equivalent in accommodation system

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by Resolution A 800 (19 ) in F S S code.
Conventional low pressure water spray or sprinkler systems can cause considerable
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water damage, often greater than the direct fire damage. Gaseous systems are
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unsuitable for many risks because of the difficulty of ensuring enclosure integrity,
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high recharge costs and the personnel and environmental safety issues associated
with certain gases.
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Traditional sprinkler systems require too much water (5 Ltrs/metrsq/minute ) and

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take up a lot of space, The ease of installation of water mist systems is another of

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its major advantages. Because the systems can operate with less nozzles than
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sprinklers (roughly one water mist nozzle to four sprinklers), it makes installation
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cheaper, easier and more efficient. Additionally, the fine mist means that visibility

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is not reduced that much, so workers can still safely evacuate the facility even as
the water mist is running.
The amount of water used is another major benefit. In recent tests in areas of 2,000
cubic meters the water mist system performed very well, using six litres a minute,
over 15 minutes, from eight different nozzles (as per IMO/MSC 1165 standard).
This works out at just 0.024 litres per nozzle per minute per cubic meter to
extinguish the fire, which is a very low amount. Furthermore, it is possible to carry
out tests on the system once a year, which is something you cannot do with foams
or gases. Due to the small size of the water drops and their relatively large surfaces
(compared to their volumes), the water easily evaporates into steam, reducing the
oxygen concentration in the air.

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I M O MSC circular for water mist system for various locations in a passenger ship
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including ro-ro spaces.

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TESTING OF AUTOMATIC SPRINKLER SYSTEMS.

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During annual operational testing of sprinkler heads failures were identified on a

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variety of makes and types of system.. These failures represented a number of

manufacturers and included both high and low pressure systems, indicating that the
reliability issues were independent of both the make and type of sprinkler head.
. All identified failures occurred on ships over five years of age and involved one
or more of the following modes of failure:
.1 blockage of the internal filters of the sprinkler heads with mineral deposits;
.2 build-up of scale and mineral deposits on the internal components of the
sprinklers causing seizure when the sprinkler is activated; and
.3 corrosion of the internal components of the sprinklers causing seizure when the
sprinkler is activated.
Since then IMO has amended maintenance requirement for water mist, water spray
and sprinkler systems by m s c 1 1516 dt 8 6 2105 (Amendments to m s c 1432)

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Salient points
Assess system water quality in the header tank and pump unit against the
manufacturer’s water quality guidelines.
Water mist, water spray and sprinkler systems
.1 verify proper operation of all water mist, water-spray and sprinkler systems
using the test valves for each section;
.2 visually inspect all accessible components for proper condition;
.3 externally examine all high pressure cylinders for evidence of damage or
corrosion;
.4 check the hydrostatic test date of all high pressure cylinders;
.5 functionally test all fixed system audible and visual alarms;
.6 flow test all pumps for proper pressure and capacity;

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.7 test all antifreeze systems for adequate freeze protection;
.8 test all system cross connections to other sources of water supply for proper
operation;
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.9 verify all pump relief valves, if provided, are properly set;
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.10 examine all filters/strainers to verify they are free of debris and contamination;

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.11 verify all control/section valves are in the correct position;
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.12 blow dry compressed air or nitrogen through the discharge piping of dry pipe
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systems, or otherwise confirm the pipe work and nozzles are clear of any
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obstructions. This may require the removal of nozzles, if applicable;

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.13 test emergency power supply switchover, where applicable;

.14 visually inspect all sprinklers focusing in areas where sprinklers are subject to
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aggressive atmosphere (like saunas, spas, kitchen areas) and subject to physical
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damage (like luggage handling areas, gyms, play rooms, etc.) so that all sprinklers
are inspected within one year. Sprinklers with obvious external damage, including
paint, should be replaced and not included in the number of sprinklers tested in
subparagraph .17;
.15 check for any changes that may affect the system such as obstructions by
ventilation ducts, pipes, etc.;
.16 test a minimum of one section in each open head water mist system by flowing
water through the nozzles. The sections tested should be chosen so that all sections
are tested within a five-year period;
.17 test automatic sprinklers and automatic water mist nozzles in accordance with
the flow chart:
(req for vessels less than 5 years old. Functional test1 of 2 randomly selected
sprinkler heads/nozzles of each type2 installed on board and more no of sprinklers
to be tested for ships more than 5 year old ).

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Increased incidents of recent fires in Cruise lines

• Despite all the advances made in recent years in fire detection techniques,
fire fighting media and appliances, design and construction materials and
IMO intervention by new regulations fire continues to be the most dreaded
catastrophe that can happen to a cruise vessel even today. As the cruise ships
become larger and larger with increasing passenger capacity and
unimaginable amenities and luxuries , requiring more powerful engines and
more complicated technology. A list of major fires which became breaking
news for media since 2010 is chronicled below. In addition to the bad
publicity to the cruise vessel industry these widely published cruise ship
fires has resulted in total constructional loss of the vessel, complete loss of
power at sea requiring toe, evacuation of passengers at a berth, to Abrupt

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termination of the voyage. Cruise ship fire aboard Al-Salaam Boccaccio
resulted in the ship sinking on February 2, 2006 with 1318 passengers, and
96 crew aboard, and over 900 died.
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• Reported major cruise ship fires since 2010.
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• Lisco Gloria Fire 2010

Nordlys Fire 2011
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Ocean Star Pacific Fire 2011

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Pearl Of Scandinavia Fire 2010
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Queen Mary 2 Explosion 2010

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• Oscar Wilde February 2010

• Costa Allegra” on 27th February 2012
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• Insignia Fire in Dec 2014.
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• Carnival Splendor Fire 11/2010

• carnival Splendor 10/2010
• Carnival dream fire 2013.
• Carinval Triumph fire 2013.
• Freedom of the seas july2015.
• CARNIVAL LIBERTY E/R FIRE IN SEPT 2015
• Splendour of seas –Fire in Eng room Oct 2015
• Cruise ship Black Watch in July 2016.
• Caribbean Fantasy fire in August 2016.

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The above statistics show death on cruise ships between 1993 to 2003 by U. S. cruise liner
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industry. Fire related deaths top the list.

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Norman Atlantic

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Helicopter rescue from the burning Norman Atlantic.

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A fire broke out on the car deck of the Norman Atlantic while the ferry was
travelling from the Greek port of Patras to Ancona in Italy on December 28, 2014.
Fire started deck garage and lifeboats were ablaze, passengers were unable to
board most lifeboats and began looking for life vests and making their way to the
top of Norman Atlantic to await rescue. Passengers assert that the order to abandon
ship was not given until four hours after the fire had started. Despite their cabins
filling with smoke, no alarm had sounded. They also state that the crew of Norman
Atlantic gave them little assistance. One group of 49 managed to escape in
a lifeboat., but others were prevented from doing so as two of the four lifeboats
were destroyed by the fire. Survivors described "scenes from hell" on board the
burning ship, with the ship's crew overwhelmed by the crisis and jungle law
prevailing rather than an orderly evacuation people have been confirmed dead, 18

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are still unaccounted for after the disaster.

Grandeur of the Seas .co

May 27, 2013
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Grandeur of the Seas was en route to CocoCay, The Bahamas, when the ship experienced
a fire in the mooring area in the aft of the ship at approximately 2:50 a.m. ET. The fire
was extinguished at 4:58 a.m. and the ship was redirected to Freeport for further
evaluation. In an abundance of caution, the Captain deemed it necessary to muster all
guests to their assembly stations during the incident. All 2,224 guests and 796 crew have
been accounted for.

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CARNIVAL SPLENDOUR.

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On November 8, 2010 at 0600 (Local Time), the Carnival Splendor was underway
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off the coast of Mexico when the vessel suffered a major mechanical failure in the
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number five diesel generator. As a result, engine components, lube oil and fuel
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were ejected through the engine casing and caused a fire at the deck plate level
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between generators five and six in the aft engine room which eventually ignited the
cable runs overhead. The fire in the cable runs was relatively small, but produced a
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significant volume of smoke which hampered efforts to locate and extinguish it. It
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took fire teams approximately two hours to locate the fire in the cable runs. Once

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located, the fire teams attempted to extinguish it with CO2 and dry powder
portable extinguishers. However, the fire was not fully controlled by these agents
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due to a lack of cooling of the cable conductors which held heat and caused the
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cable insulation and jacket materials to continue to burn. Approximately five hours
into the firefighting effort, the Captain evacuated the engine room and attempted to
activate the installed CO2 system.

The first attempt to activate the CO2 system from the remote location failed.
Subsequently, ship’s crew attempted to activate the system manually from the CO2
room. The second attempt also failed because the section valve for the aft engine
room was inoperable. Additionally, after pressurizing the CO2 system numerous
fittings and hose connections within the CO2 system leaked. In the end, no CO2
was released into the aft engine room.

• In addition, the fire caused extensive damage to the cables in the aft engine
room, which contributed to the loss of power. The crew was unable to
restore power to the engines, and the ship was towed by tugboat to San
Diego. There was no electric power to the propeller shafts, no air
conditioning, no hot water, no lighting, no refrigeration, no cooking, no

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drinking water treatment, not even the toilets were functioning. Most of the
ship’s communication was dead. Ship’s operators started backup generators
to provide limited emergency power.

• Without power for air conditioning and refrigeration, passengers were fed
rations delivered via U.S. Navy helicopters from the aircraft
carrier USS Ronald Reagan. Splendour was towed, and received aid and
security assistance from the U.S. Coast Guard Cutter Morgenthau. Nearly
4,500 passengers and crew members were on board at that time. There were
no injuries to guests or crew.

CARNIVAL STRANDED.

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Carnival Triumph

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Incredible incidents which happened at Carnival Splendour in 2010 played out in

similar fashion in Carnival Triumph ending in the same dramatic consequences
while the vessel was sailing approximately 150 miles off the coast of the Yucatan
Peninsula.
• During the early morning hours of February 10th, 2013, the Carnival
Triumph was underway off the coast of Mexico when a flexible pipe on the
fuel oil return line forward of the No.6 Engine, located in the centre section
of the Aft Engine Room, failed in service.
• 1.2. Fuel oil, mist and vapour1 can be considered to be present, under a
reported pressure of 10 bar and temperature of 122°C, sprayed upwards from
below the floor plates. The fuel oil reached a height of approximately 5
meters, between the turbo chargers at the forward end of the No.6 engine in

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the Aft Engine Room.
• 1.3. Fuel oil contacted a hot spot in the vicinity of the turbo charger for the
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No.6 diesel generator, resulting in a flash fire that severely damaged diesel
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generator Nos.5 & 6.
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• The Hi-Fog® fixed water fire fighting system started automatically as

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designed. However, it subsequently failed when the power supply to the
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main switchboard shorted in the fire. Following the permission of the

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Captain, the CO2 flooding system was activated but it failed to release from
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the remote operating station outside the Engine Control room, and the main

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supply valve had to be opened manually inside the CO2 bottle store room.
This action was hampered by CO2 leaking into the bottle store room.
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• Vessel had a total and unrecoverable power loss due to the vessel’s design
that routed the entire power distribution through a single and potentially
hazardous location and again had to be towed by U.S. Navy .

There were 3,143 guests and 1,086 crew onboard. They have to endure five days
cruise ship experience without working toilets, running water, air conditioning, and
cooked food.

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CHAPTER 8

PASSENGER SAFETY, CARGO SAFETY, STABILITY

8.1 EMBARKING AND DISEMBARKING PASSENGERS

Boarding of Passengers
Master shall ensure that passengers carried onboard shall not exceed the
permissible number stated in ‘A’ Certificate. However, in some unusual situations,
if additional passengers are to be accommodated, prior permission of DGS/MMD
shall be necessary.

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Normally, ‘B’ Certificate is issued to passenger ships prior departure by the local
MMD or Registered Organisation (IRS). Depending on vessel’s trade/route and
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after completing the port formalities e.g. port entry and health, following routine
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procedures shall be followed:
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Properly rigged gangway with net, life buoy with a heaving line and self igniting
light shall be in place. Gangway shall be well lit at night.
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If Master encounters unruly behaviour among passengers while boarding or there

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could be a threat of violence and a damage to ship’s property, he may suspend

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boarding of passengers and ask for police protection. As per the Indian Merchant

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Shipping Act Part VIII sec. 234, any prospective passenger who by reason of
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drunkenness or otherwise is in such state or misconducts himself in such a manner

as to cause annoyance or injury to other passengers may be refused entry onboard.
Catering and/or the welfare officer shall be stationed at most convenient place
along with his catering crew for assisting the passengers to their respective
cabins/berths. A medical team consisting of medical officer and para medical staff
or persons so deputed will also be readily available during boarding of passengers
for rendering any medical assistance if required.

Catering crew shall be properly dressed and they will stand mustered near the
accommodation ladder and in turn guide/assist the passengers to their allotted
places.

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When the vessel is proceeding on a foreign voyage

In case passenger vessel is proceeding abroad for Haj pilgrimage or to any other
country for movement of passengers, the following procedure will have to be
adopted. The carrier shall ensure that every passenger completes the following
formalities before boarding the vessel:

Port Health
Immigration
Customs Documentation
During domestic voyages, shore staff of the owners or their representatives will keep a
check on the boarding of passengers and ensure that ticketless passengers do not board
the ship.

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Embarkation card and counterfoil of the ticket shall be collected before entering the
vessel at the gangway.
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• Purser and his staff (as applicable) shall be in attendance in the ship’s office to
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answer any queries from passengers and also for receiving valuables which
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passengers may like to keep in ship’s custody.

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• Chief Officer and officers deputed by the Master are to take regular rounds and
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also ensure that the baggage of passengers is suitably stowed in their cabins and
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under their respective bunks and spaces provided for the same.
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• Ship’s staff must ensure that passage ways are kept clear and embarkation

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progresses smoothly and expeditiously.

• Utility hands and patrols shall be deputed to make regular rounds so that all
spaces are kept well swept, dry and in hygienic conditions.

• Adequate awning shall be spread over the deck near embarkation gangway and
other deck spaces to provide shelter from the sun, if necessary.

• Only authorised coolies with their identification card and proper uniforms shall
be allowed to handle passenger baggage.

• Only hand baggage is to be allowed with the passenger. Heavy luggage with
stickers on baggage for identification with (i) name of the person (ii) ticket
number and (iii) destination must be put in the luggage locker/baggage holds
(where applicable) and other spaces specially designated on the vessel.
Explosives, flammable substances, and firearms are not permitted as baggage.

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• For security reasons, once a passenger boards the vessel, he shall not be allowed
to leave the vessel till he reaches the port of destination.
• The number of gangways for embarkation/disembarkation shall be restricted
and continuously manned by security staff and the Company’s staff.
• When vessel is alongside a wharf, embarkation/disembarkation shall be
permitted only from one side (shore side). Ship’s canteen contractor labour
shall be issued with proper identification cards.
• Fire patrol shall be maintained round the clock in all sections of the vessel and
same shall be reported to officer in charge of deck watch and logged.
• Officer in-charge of deck watch is to make a complete round of the vessel
particularly in passenger spaces and his findings shall be logged at the end of
each watch.

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Depending on vessel’s trade / route and after completing the port formalities like
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port entry, immigration, health and customs embarking and disembarking of
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passengers should be done with great care. Properly rigged gangway with net and
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life buoy with a life line should be in place. Gangway should be lit at night.
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Catering officer should be stationed at most convenient place along with the saloon
crew for assisting passengers to their respective berths/cabins. Special attention
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must be given to disabled/handicapped persons and persons needing assistance.
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Ships staff must ensure that the passageways are kept clear and embarkation/
disembarkation progress smoothly and expeditiously. The purser and his staff
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should receive valuables of passengers to be kept in ship’s custody. Heavy
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luggage should be labelled and kept in luggage lockers/baggage holds. All persons
on board passenger ships must be counted before departure. Also, by regulations,
the names and gender of all persons on board distinguishing between adults,
children and infants, must be recorded for search and rescue purposes.

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Checklist
Following is a sample checklist to be used prior embarkation of passengers by
Chief Engineer Officer, Chief Officer, and welfare officer. Every passenger
vessel will draw up one’s own checklist catering to one’s specific
requirements. The checklist should be filled prior embarkation of passengers
and put up to the Master.

Passenger spaces
a) Seats numbered Yes/No
b) Lights/Fans/in working condition Yes/No
c) Clean Toilets/Deodorants Yes/No
d) Drinking water system in working condition Yes/No
e) Public address system in working condition Yes/No

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f) Life jacket wearing instructions and life jackets with whistle Yes/No
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and lights, muster station and route to muster station exhibited
g) Bunks provided with anti-rolling bars Yes/No
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Embarkation Doors if provided and side scuttles

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a) Check packing Yes/No

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b) Check locking device/dog clamps Yes/No

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c) Check water tightness

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d) Check all side scuttles below margin line can be secured Yes/No
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W/T Doors

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a) Check operation Yes/No
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b) Check alarm system audible/visual system if any Yes/No

c) Remote control operation if any Yes/No

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Information on Passengers
All passengers onboard the passenger ships shall be counted prior to vessels
departure from port. Passenger Manifest given to the ship must be checked by
ship’s staff for correctness. From 1/1/99, the names and gender of all persons on
board, distinguishing between adults, children and infants shall be recorded for
search and rescue purposes. In no case must the vessel carry more passengers than
the certified passenger carrying capacity as mentioned in the passenger ship safety
certificate.
In addition to above guidelines, following shall be ensured:
• On closure of ticket window a passenger manifest will be prepared for the
vessel by the owners or the representative office issuing tickets.
• During embarkation of passengers, the gangway security and the Company’s

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staff shall be stationed on the jetty at the foot of the gangway for checking
tickets and other travel documents. Only bonafide passengers will be allowed
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to board.
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• Welfare Officer and Purser Officer stationed at gangway on the Deck will carry
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out head count using score sheet during embarkation of passengers and compile
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a head count list indicating total passengers embarked.

• Passenger manifest shall be compared with total number of passengers
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indicated in the ‘B’ Certificate, issued by the Administration.
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• A proper record of above shall be maintained onboard for verification.

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Safety Familiarisation of Passengers and Practice Musters

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Immediately after passengers embark the vessel, passenger safety briefing shall be carried
out and log entry to that effect be made in the deck log. This should include:
• Muster stations of the passengers
• Muster station signals
• Essential actions to be taken by Passengers in an Emergency
• Life Jacket Donning Instructions.
The briefings may be in the form of Announcements on the Ship’s Public address
system in one or more languages commonly understood by the passengers. On a
voyage where passengers are scheduled to be on board for more than 24 hours,
musters of the passengers shall take place within 24 hours after their embarkation.
Passengers shall be instructed in the use of the lifejackets and action to be taken in
emergencies.

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All precautions pertaining to the hazards identified must be strictly observed to

preclude any accident. These may include:

Preventive operations to be carried out like venting of atmosphere

Prohibited operations within area

Restrictions of access of passengers and unauthorised persons to the
compartment

Special equipment requirements

Contingency plans for emergencies

Boundary cooling

Monitoring of cargo

STABILITY, TRIM AND STRESS CALCULATIONS:

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BASIC STABILITY, STRESS REQUIREMENTS / LIMITATIONS
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Generally passenger ships are larger with so many decks with max length and
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good speed. So it has got high free board and wind area is very large and it has
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large effect to the wind.

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A positive GM to be maintained
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Stability conditions should be carefully monitored (due to consumption of fuel,

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F.W and other things)

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Use of water for fire fighting above the main deck level may seriously affect the
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stability of the ship is there are no means of draining

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Effects of all passengers crowding on one side

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Effect of launching all fully loaded survival craft on one side

Effect of cross flooding (use of cross flooding valves)

Gusting wind or increase in wind pressure

Stress limitations in the sensitive parts such as bow doors, side doors, ship side
openings which maintain the watertight integrity should never be exceeded

In bad weather conditions stresses on these areas tend to increase when the ship
is rolling, pitching and pounding. So the ships speed and course should be
suitably altered to counter this
Use of maximum degree on wheel for turning in seaway with maximum speed
makes the vessel heel a lot. Use of minimum required wheel while turning is
suggested.

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INTACT STABILITY AND DAMAGED STABILITY

International Code on Intact Stability, 2008 (2008 IS Code)

The 2008 IS Code consists of two different parts: Part A which include the mandatory stability
criteria; and Part B which provides guidance and recommendations. It came into force for ships
constructed on or after 1st July 2010.
According to the International Code on Intact stability, 2008 the following criteria
are mandatory for passenger and cargo ships constructed on or after 1st January
2010:
1. The area under the righting lever curve (GZ curve) should not be less than 0.055
metre-radians up to 30° angle of heel.

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2. The area under the righting lever curve (GZ curve) should not be less than 0.09
metreradians up to 40° angle of heel or the angle of downflooding if this is less
than 40°.
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3. The area under the righting curve between the angles of heel of 30° and 40° or
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between 30° and the angle of downflooding if this angle is less than 40° should not
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be less than 0.03 metre-radians.

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4. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or

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greater than 30°.

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5. The maximum righting arm should occur at an angle of heel preferably

exceeding 30° but not less than 25°.
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6. The initial metacentric height GM should not be less than 0.15 m.
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7. Severe wind and rolling criterion (weather criterion)

In addition to the criteria described above, ships covered by the 2008 IS Code
should meet a weather criterion that considers the effect of strong beam wind and
waves applied when the vessel is in dead ship condition.
Ships must also have scales of draught marked clearly at the bow and stern.
After loading and before departure, the master must determine the ship’s trim and
stability.

Loading and Stability Manual

According to SOLAS Convention every passenger ship regardless of size and
every cargo ship having a length L of 24m and upwards, must be provided with
such information (given in a simple and understandable form) as is necessary to
enable the master to obtain accurate guidance as to the stability of the ship under
various conditions of service.

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MSC/Cir.920 dated 15th June 1999 defines the scope of onboard stability
documentation, named Loading and Stability Manual.
DAMAGED STABILITY
Under any damage stability criteria as applicable, vessel margin line should not be
submerged after the damage. Margin line is an imaginary line drawn 76 mm below
the bulkhead deck.
Bulkhead deck is the uppermost continuous deck to which transverse bulkheads are
carried.
The angle of down flooding is an angle at which deck immersion takes place with
subsequent water ingress.

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Permeability of a space: Is the percentage of that space which can be occupied by
water.
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Floodable length: In a ship with a continuous bulkhead deck, the floodable length
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at a given point is the maximum portion of the length of the ship having its centre
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at the point in question which can be flooded without the ship being submerged
beyond the margin line.
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In a ship not having a continuous bulkhead deck, the floodable length may be

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determined to an assumed continuous margin line which at no point less than 76

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mm below the top of the deck to which bulkheads are concerned.

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It is calculated by a method of calculation taking into account, the form, draught

and other characteristics of the ship.

Permissible length of compartments in passenger ships: Ships are subdivided

according to the nature of the service for which they are intended, the degree of
subdivision varies with the length of the ship and with the service in such a manner
the highest degree of subdivision correspond with the ships of greatest length
primarily engaged in the carriage of passengers.

The maximum permissible length: The maximum permissible length of a

compartment having its center at any point in the ships length is obtained by
multiplying floodable length with a factor called the factor of subdivision.

Factor of subdivision: It is calculated by empirical formulae. It depends upon the

length of the ship (higher the length, lower the factor of subdivision, meaning more

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bulkheads) and criterion of service (meaning whether the ship is primarily a cargo
ship or primarily a passenger ship). A passenger ship shall have lower factor of
subdivision, meaning more number of bulkheads.

To find criterion of service numeral

When P1>P CS = 72 M+2P1 Other cases CS = 72 M+2P

V+P1-P V

CS - Criterion Numeral
L - Length between perpendiculars at the deepest subdivision load line
M - Volume of machinery spaces and permanent fuel bunkers situated above
inner bottom and fore and aft the machinery space. P - Volume of passenger

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spaces below margin line
V - Volume of the ship below the margin line .co
P1 - KN where
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N- the no of passengers for which the ship is certified
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K- 0.056L

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Cargo ship will have a low Cs value (< or = 23 while passenger ships will have a
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high Cs value (>or=123 )

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Sufficient intact stability shall be provided in all conditions to enable the ship

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withstand flooding of any compartment within the floodable length.
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Assumed extent of damage used in assessing the stability of passenger ships in

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damaged condition:

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• Any compartment within the floodable length

• When a main bulkhead is stepped, flooding of those 2 adjacent compartments
• When ‘F’(factor of subdivision ) is between 0.5 and 0.33 flooding of any two
adjacent compartments
• When ‘F’ is below 0.33, flooding of any 3 adjacent compartments
• In no case shall the margin line be flooded
The maximum angle of heel after flooding and before equalization shall not exceed
150 after equalization the maximum angle of heel for 1 compartment flooding shall
not exceed 70 and for 2 or more compartments flooding shall not exceed 120
a) Provision for dealing asymmetrical flooding.
• Max angle of heel after flooding and before equalization shall not exceed 150
• Where controls to cross–flooding fittings are provided, they shall operate from
above bulkhead deck. The time for equalization should not exceed 15 mts.
• In no case the margin line be flooded in final stage of flooding.
b) Heel due to crowding of passengers to one side should be < 100 subject to
certain conditions of distribution of passengers and luggage.

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• Heel due to turning should be < 100 depending on service speed, length of
ship, displacement, draft and KG.

c) Damage control plan will be kept readily available on w/house (a booklet & a
plan) other copy readily available with master.
d) Stability conditions should be carefully monitored. A positive GM should be
maintained. Initial GM should be more than 0.15 m.
Damage control Plans
SOLAS Regulation II-1/19 requires Damage control Plans to be permanently
exhibited, or readily available on the navigation bridge, for the guidance of the
officer in charge of the ship. In addition, Damage control booklets shall be made
available to the officers of the ship.(MSC.1/Circ.1245) Guidelines for Damage

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control plans and information to the master are intended to provide ship's officers
with clear information for use on board in case of flooding.
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Probabilistic Method for Damage Stability Calculation
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In 2006, MSC 82 adopted comprehensive amendments to SOLAS chapter II-1 in
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relation to subdivision and damage stability requirements in order to harmonize

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the provisions for passenger and cargo ships. The revision of SOLAS chapter II-1

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was intensively debated over the past decade by the SLF Sub-Committee, based
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on the "probabilistic" method of determining damage stability, which is different
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from the previously used "deterministic" method.

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However, although the method is different, the objective of both methods is the

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same, i.e. “Ships shall be as efficiently subdivided as is possible having regard to

the nature of the service for which they are intended. The degree of subdivision
shall vary with the subdivision length of the ship and with the service, in such a
manner that the highest degree of subdivision corresponds with the ships of
greatest subdivision length, primarily engaged in the carriage of passengers.”
The deterministic regulations for passenger ships in SOLAS were such that, based
on the assumed damage scenario (i.e. one-compartment or group of compartments
flooding) according to the ship’s factor of subdivision (function of length, number
of passengers and other elements), the maximum permissible length of a
compartment (between two adjacent bulkheads: subdivision) is obtained, which
should ensure the ship remains afloat and stable.
The probabilistic requirements are such that the attained subdivision index A
(A=Σpisi), calculated as the summation of pi (the product of the probability that the
one compartment or group of compartments under consideration may be flooded)
by the si (probability of survival after flooding of the compartment or group of
compartments in question), is not less than the required subdivision index R.

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In the case of passenger ships:

where
N = N1 + 2N2
N1 = number of persons for whom lifeboats are provided
N2 = number of persons (including officers and crew) the ship is permitted to carry
in excess of N1.
Where the conditions of service are such that compliance on the basis of N = N1 +

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2N2 is impracticable and where the Administration considers that a suitably
reduced degree of hazard exists, a lesser value of N may be taken but in no case
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less than N = N1 + N2.
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The attained subdivision index A is to be calculated for the ship by the following
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formula:
A = pi si
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where:

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i : Represents each compartment or group of compartments under consideration,

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pi

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: Accounts for the probability that only the compartment or group of
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compartments under consideration may be flooded, disregarding any

horizontal subdivision, pi is independent of the draught but includes the factor
r;
si : Accounts for the probability of survival after flooding the compartment or
group of compartments under consideration, including the effects of any
horizontal subdivision, si is dependent on the draught and includes the factor
v and is a weighted average of s-factors calculated at draughts of dl and dp.

It is recommended that the product (pi si) is calculated using five decimal places,
while the final results, i.e. the indices A and R, are calculated with at least three
decimal places.

The damage control plan and damage control booklet, which are required by
SOLAS regulation II 1/19, are intended to provide ships’ officers with clear
information on the ship’s watertight subdivision and equipment related to

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maintaining the boundaries and effectiveness of the subdivision so that, in the

event of damage to the ship causing flooding, proper precautions can be taken to
prevent progressive flooding through openings therein and effective action can be
taken quickly to mitigate and, where possible, recover the ship’s loss of stability.

Regulation 8 - Special requirements concerning passenger ship

stability
1. A passenger ship intended to carry 400 or more persons shall have watertight
subdivision abaft the collision bulkhead so that si = 1 for the three loading
conditions on which is based the calculation of the subdivision index and for a
damage involving all the compartments within 0.08L measured from the forward

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perpendicular.
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2. A passenger ship intended to carry 36 or more persons is to be capable of
withstanding damage along the side shell to an extent specified in paragraph 3.
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Compliance with this regulation is to be achieved by demonstrating that si, as
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defined in regulation 7-2, is not less than 0.9 for the three loading conditions on
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which is based the calculation of the subdivision index.

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3. The damage extent, to be assumed when demonstrating compliance with
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paragraph 2, is to be dependent on both N as defined in regulation 6, and Ls as

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defined in regulation 2, such that:

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.1. the vertical extent of damage is to extend from the ship’s moulded baseline to

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a position up to 12.5 m above the position of the deepest subdivision draught as

defined in regulation 2, unless a lesser vertical extent of damage were to give a
lower value of si, in which case this reduced extent is to be used;
.2. where 400 or more persons are to be carried, a damage length of 0.03Ls but
not less than 3 m is to be assumed at any position along the side shell, in
conjunction with a penetration inboard of 0.1B but not less than 0.75 m measured
inboard from the ship side, at right angles to the centreline at the level of the
deepest subdivision draught;
.3. where less than 400 persons are carried, damage length is to be assumed at
any position along the shell side between transverse watertight bulkheads provided
that the distance between two adjacent transverse watertight bulkheads is not less
than the assumed damage length. If the distance between adjacent transverse
watertight bulkheads is less than the assumed damage length, only one of these
bulkheads shall be considered effective for the purpose of demonstrating
compliance with paragraph 2;

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.4. where 36 persons are carried, a damage length of 0.015Ls but not less than 3
m is to be assumed, in conjunction with a penetration inboard of 0.05B but not less
than 0.75 m; and
.5. where more than 36 but fewer than 400 persons are carried, the values of
damage length and penetration inboard, used in the determination of the assumed
extent of damage, are to be obtained by linear interpolation between the values of
damage length and penetration which apply for ships carrying 36 persons and 400
persons as specified in subparagraphs .4 and .2.
SOLAS Chapter II- 1/ Part B-3

Regulation 18 - Assigning, marking and recording of subdivision load lines for

passenger ships

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1. In order that the required degree of subdivision shall be maintained, a load line
.co
corresponding to the approved subdivision draught shall be assigned and marked
on the ship’s sides. A ship intended for alternating modes of operation may, if the
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owners desire, have one or more additional load lines assigned and marked to

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correspond with the subdivision draughts which the Administration may approve
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for the alternative service configurations. Each service configuration so approved

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shall comply with part B-1 of this chapter independently of the results obtained for

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other modes of operation.

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2. The subdivision load lines assigned and marked shall be recorded in the
Passenger Ship Safety Certificate, and shall be distinguished by the notation P1 for
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the principal passenger service configuration, and P2, P3, etc., for the alternative
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configurations. The principal passenger configuration shall be taken as the mode of

operation in which the required subdivision index R will have the highest value.
3. The freeboard corresponding to each of these load lines shall be measured at the
same position and from the same deck line as the freeboards determined in
accordance with the International Convention on Load Lines in force.
4. The freeboard corresponding to each approved subdivision load line and the
service configuration, for which it is approved, shall be clearly indicated on the
Passenger Ship Safety Certificate.

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Part B-4
Regulation 19 - Damage control information
1. There shall be permanently exhibited, or readily available on the navigation
bridge, for the guidance of the officer in charge of the ship, plans showing clearly
for each deck and hold the boundaries of the watertight compartments, the
openings therein with the means of closure and position of any controls thereof,
and the arrangements for the correction of any list due to flooding. In addition,
booklets containing the aforementioned information shall be made available to the
officers of the ship.
2. Watertight doors in passenger ships permitted to remain open during navigation
shall be clearly indicated in the ship’s stability information.

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3. General precautions to be included shall consist of a listing of equipment,
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conditions, and operational procedures, considered by the Administration to be
necessary to maintain watertight integrity under normal ship operations.
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4. Specific precautions to be included shall consist of a listing of elements (i.e.
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closures, security of cargo, sounding of alarms, etc.) considered by the

Administration to be vital to the survival of the ship, passengers and crew.
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5. In case of ships to which damage stability requirements of part B-1 apply,

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damage stability information shall provide the master a simple and easily
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understandable way of assessing the ship’s survivability in all damage cases

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involving a compartment or group of compartments.

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Regulation 20 - Loading of passenger ships

1. On completion of loading of the ship and prior to its departure, the master shall
determine the ship’s trim and stability and also ascertain and record that the ship is
in compliance with stability criteria in relevant regulations. The determination of
the ship’s stability shall always be made by calculation. The Administration may
accept the use of an electronic loading and stability computer or equivalent means
for this purpose.
2. Water ballast should not in general be carried in tanks intended for oil fuel. In
ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-
water separating equipment to the satisfaction of the Administration shall be fitted,
or other alternative means, such as discharge to shore facilities, acceptable to the
Administration shall be provided for disposing of the oily-water ballast.
3. The provisions of this regulation are without prejudice to the provisions of the
International Convention for the Prevention of Pollution from Ships in force.

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Regulation 21 - Periodical operation and inspection of watertight doors, etc., in

passenger ships
1. Drills for the operating of watertight doors, sidescuttles, valves and closing
mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place weekly. In
ships in which the voyage exceeds one week in duration a complete drill shall be
held before leaving port, and others thereafter at least once a week during the
voyage.
2. All watertight doors, both hinged and power operated, in watertight bulkheads,
in use at sea, shall be operated daily.
3. The watertight doors and all mechanisms and indicators connected therewith, all
valves the closing of which is necessary to make a compartment watertight and all

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valves the operation of which is necessary for damage control cross connections
shall be periodically inspected at sea at least once a week.
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4. A record of all drills and inspections required by this regulation shall be entered
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in the log-book with an explicit record of any defects which may be disclosed

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Regulation 22–1 - Flooding detection systems for passenger ships carrying 36 or

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more persons constructed on or after 1 July 2010

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. A flooding detection system for watertight spaces below the bulkhead deck shall

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be provided based on the guidelines developed by the Organization
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Regulation 23 - Special requirements for ro-ro passenger ships

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1. Special category spaces and ro-ro spaces shall be continuously patrolled or

monitored by effective means, such as television surveillance, so that any
movement of vehicles in adverse weather conditions and unauthorized access by
passengers thereto can be detected whilst the ship is underway.
2. Documented operating procedures for closing and securing all shell doors,
loading doors and other closing appliances which, if left open or not properly
secured, could, in the opinion of the Administration, lead to flooding of a special
category space or ro-ro space, shall be kept on board and posted at an appropriate
place.
3. All accesses from the ro-ro deck and vehicle ramps that lead to spaces below the
bulkhead deck shall be closed before the ship leaves the berth on any voyage and
shall remain closed until the ship is at its next berth.
4. The master shall ensure that an effective system of supervision and reporting of
the closing and opening of such accesses referred to in paragraph 3 is
implemented.

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5. The master shall ensure, before the ship leaves the berth on any voyage, that an
entry in the log-book, as required by, is made of the time of the last closing of the
accesses referred to in paragraph 3.
6. Notwithstanding the requirements of paragraph 3, the Administration may
permit some accesses to be opened during the voyage, but only for a period
sufficient to permit through passage and, if required, for the essential working of
the ship.
7. All transverse or longitudinal bulkheads which are taken into account as
effective to confine the seawater accumulated on the ro-ro deck shall be in place
and secured before the ship leaves the berth and remain in place and secured until
the ship is at its next berth.

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8. Notwithstanding the requirements of paragraph 7, the Administration may
permit some accesses within such bulkheads to be opened during the voyage but
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only for sufficient time to permit through passage and, if required, for the essential
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working of the ship.
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9. In all ro-ro passenger ships, the master or the designated officer shall ensure
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that, without the expressed consent of the master or the designated officer, no
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passengers are allowed access to an enclosed ro-ro deck when the ship is under

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way.

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Safety Initiatives (MSC) at its 82nd session

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The Maritime safety Committee (MSC) at its 82nd session in November-December

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2006 adopted a package of amendments to SOLAS, the result of a comprehensive
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review of passenger ship safety initiated in 2000 with the aim of assessing whether
the current regulations were adequate, in particular for the large passenger ships
now being built.
Future passenger ships should be designed for improved survivability so that, in
the event of a casualty, persons can stay safely on board as the ship proceeds to
port.

• casuality threshold (the amount of damage a ship is able to withstand,

according to the design basis, and still safely return to port) into SOLAS
chapters II-1 and II-2. alternative designs and arrangements;
• safe areas and the essential systems to be maintained while a ship proceeds
to port after a casualty, which will require redundancy of propulsion and
other essential systems;
• on-board safety centres, from where safety systems can be controlled,
operated and monitored;

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• fixed fire detection and alarm systems, including requirements for fire
detectors and manually operated call points to be capable of being remotely
and individually identified;
• fire prevention, including amendments aimed at enhancing the fire safety of
atriums, the means of escape in case of fire and ventilation systems; and
• time for orderly evacuation and abandonment, including requirements for
the essential systems that must remain operational in case any one main
vertical zone is unserviceable due to fire.

The amendments have come into force from 1 July 2010.

Fire also represents a particular vulnerability for large cruise ships. Every
passenger is a potential ignition source and the hotel services have an inherent risk.

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The MSC has agreed that future large passenger ships should be designed for
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improved survivability based on the time-honoured principle that "a ship is its own
best lifeboat".
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This approach envisages that passengers and crew should normally be able to

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evacuate to a safe haven on board and stay there. In addition, this envisages that a
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ship should always be able to proceed to port at a minimum safe speed.

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The MSC approved the definition for the time for orderly evacuation and
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abandonment as "the time, beginning when the casualty threshold is exceeded until

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all persons have safely abandoned the ship, in which the ship remains viable for
this purpose". The MSC agreed that, in the event that the casualty exceeds the
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threshold for return to port, an additional casualty scenario, for design purposes,
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should be developed. The MSC instructed the Fire Protection (FP) and Stability,
Load Lines and Fishing Vessel Safety (SLF) Sub-Committees to develop these
scenarios to support the concept that a passenger ship should remain viable for at
least three hours, to allow for safe, orderly evacuation and abandonment.
Casualty threshold is the amount of damage a ship is able to withstand, according
to the design basis, and still safely return to port.

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CHAPTER 9

POLLUTION PREVENTION
Pollution Prevention
Passenger ships generate sewage, hazardous, oily bilge water, ballast water, solid
waste, air pollutants and other wastes. If released without proper treatment, these
wastes can put harmful pathogens, nutrients, and toxic substances into the
environment that could threaten human health and aquatic life.
All ships generate waste products of this nature, but since number of passengers
and crew are much more in a passenger ship, they cruise certain areas regularly,
more black water, grey water, and other hazardous waste can be disposed off at

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ecologically sensitive coastal areas.
Black water
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Black water is sewage waste water from toilets and medical facilities, which can
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contain harmful bacteria, pathogens, viruses, intestinal parasites, and harmful

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nutrients. Discharges of untreated or inadequately treated sewage can cause

bacterial and viral contamination of fisheries and shellfish beds, producing risks to
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public health. Nutrients in sewage, such as nitrogen and phosphorus, promote
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excessive algal blooms, which consumes oxygen in the water and can lead to fish

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kills and destruction of other aquatic life.

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Gray water

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Gray water is wastewater from the sinks showers, galleys, laundry, and cleaning
activities aboard a vessel. It can contain a variety of pollutant substances, including
fecal coliforms, detergents, oil and grease, metals organic compounds, petroleum
hydrocarbons, nutrients, food waste, and medical and dental waste. Sampling done
by the EPA (United states environmental protection agency) and the state of
Alaska found that untreated gray water from cruise ships can contain pollutants at
variable strengths and that it can contain levels of fecal coliform bacteria several
times greater than is typically found in untreated domestic wastewater.
Solid waste
Solid waste generated includes glass, paper, cardboard, aluminium and steel cans,
and plastics. Solid waste that enters the ocean may become marine debris, and it
can then pose a threat to marine organisms, humans, coastal communities, and
industries that utilize marine waters. Marine mammals, fish, sea turtles, and birds
can be injured or killed from entanglement with plastics and other solid waste that
may be released or disposed off of cruise ships.

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Hazardous waste
Cruise ships produce hazardous wastes from a number of on-board activities and
processes, including photographic processing, dry cleaning, and equipment
cleaning. Types of waste include discarded and expired chemicals, medical waste,
batteries, fluorescent and CFL lights, and spent paints and thinners, among others.
These materials contain a wide range of substances such as hydrocarbons,
chlorinated hydrocarbons, heavy metals, paint waste, solvents, fluorescent and
mercury vapour light bulbs, various types of batteries, and unused or outdated
pharmaceuticals.

Bilge water

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Oil often leaks from machinery spaces or from engine maintenance activities and
mixes with water in the bilge. Biological breakdown of petroleum products can
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harm fish and wildlife and pose threats to human health if ingested. Oil in even
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minute concentrations can kill fish or have various sub-lethal chronic effects. Bilge
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water also may contain solid wastes and pollutants containing high amounts of
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oxygen-demanding material, oil and other chemicals. Untreated oily bilge water
could be discharged directly into the ocean, where it can damage marine life.
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Incinerators may release toxic emissions as well.
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ANNEX IV
1. Prevention of Pollution by Sewage from Ships (entered into force 27
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September 2003) Contains requirements to control pollution of the sea by
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sewage; the discharge of sewage into the sea is prohibited, except when the
ship has in operation an approved sewage treatment plant or when the ship is
discharging comminuted and disinfected sewage using an approved system
at a distance of more than three nautical miles from the nearest land; sewage
which is not comminuted or disinfected has to be discharged at a distance of
more than 12 nautical miles from the nearest land. In July 2011, IMO
adopted the most recent amendments to MARPOL Annex IV which entered
into force on 1 January 2013. The amendments introduce the Baltic Sea as a
special area under Annex IV and add new discharge requirements for
passenger ships while in a special area.
2. It applies to
a) New ship > 200 GRT.
b) New ship < 200 GRT, which is certified to carry more than 10 persons.
It will apply to existing ships 10 years after it comes into force.
New ship means a ship whose keel was laid on or after the date of entry into
force of this annex or which is delivered 3 years after the entry date.

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3. Sewage means drainage and other wastes from

a) Toilets d) Dispensary and hospital and
b) Urinals e) Spaces containing living animals
c) WC Scuppers
3. Initial survey of sewage treatment plant, comminuting and discharging plant,
holding tank, pile line for discharging sewage to reception facility and standard
shore connection, shall be carried out for issuing international sewage pollution
prevention certificate for the first time.
Periodical survey shall be carried out every 5 years.
4. ISPP certificate, issued after above survey, shall be valid for 5 years but may be
extended by 3 months under harmonised survey system.
On transfer of the ship to another state, the valid certificate shall remain valid

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for 5 months only.
5. Sewage shall be discharged as follows:
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a) Ordinary sewage–distance from land > 12 miles
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b) Comminuted and disinfected sewage–distance from land > 4 miles.
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c) Sewage passed through the treatment plant–no restriction, provided that the

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effluent does not show visible floating solids and there is not discolouration
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of water
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6. Sewage in paras 5(a) or 5 (b) above may be stored in a holding tank of adequate
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capacity as approved by the flag state and subsequently discharged as per para

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5, but at a moderate rate as approved by the flag state, when the ship is enroute
at a speed > 4 knots
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7. The above criteria may be exceeded if the discharge is
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a) Necessary for the safety of ship or life or

b) Due to damage to the ship, provided that precautions were taken before and
after the damage to prevent it.
8. Standard discharge connection as per specifications shall be fitted to the
pipeline for discharging sewage to reception facility.

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Standards for sewage discharge

PARAMETER Marpol159.2.(VI) 159(55) USCG33CFR ALASKA33CFR

BOD5 mg/ltr 50 25 30

TSS mg/ltr 50 35 150 30

COD mg/ltr 125 <50

Fecal
thermotolerant
250 100 200 20
coliforms
cfu/100ml

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Residual <0.5(as low
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chlorine mg/l as possible).co
Ph 6-8.5 6-9
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Regulation 5 - Issue or Endorsement of Certificate

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1. An international Sewage Pollution Prevention Certificate shall be issued, after

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an initial or renewal survey in accordance with the provisions of regulation 4 of

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this Annex to any ship which is engaged in voyages to ports or offshore terminals
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under the jurisdiction of other parties to the Convention. In the case of existing
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ships this requirement shall apply five years after the date of entry into force of this

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Annex.
Regulation 8 - Duration and validity of Certificate
1. An International Sewage Pollution Prevention Certificate shall be issued for a
period specified by the Administration which shall not exceed five years.
.1. Notwithstanding the requirements of paragraph 1 of this regulation, when the
renewal survey is completed within three months before the expiry date of the
existing Certificate, the new Certificate shall be valid from the date of completion
of the renewal survey to a date not exceeding five years from the date of expiry of
the existing Certificate.
.2. When the renewal survey is completed after the expiry date of the existing
Certificate, the new Certificate shall be valid from the date of completion of the
renewal survey to a date not exceeding five years from the date of expiry of the
existing Certificate.

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.3. When the renewal survey is completed more than three months before the
expiry date of the existing Certificate, the new Certificate shall be valid from the
date of completion of the renewal survey to a date not exceeding five years from
the date of completion of the renewal survey.
3. If a Certificate is issued for a period of less than five years, the Administration
may extend the validity of the Certificate beyond the expiry date to the maximum
period specified in paragraph 1 of this regulation.
4. If a renewal survey has been completed and a new Certificate cannot be issued
or placed on board the ship before the expiry date of the existing Certificate, the
person or organization authorized by the Administration may endorse the existing
Certificate and such a Certificate shall be accepted as valid for a further period
which shall not exceed five months from the expiry date.

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5. If a ship at the time when a Certificate expires is not in a port in which it is to be
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surveyed, the Administration may extend the period of validity of the Certificate
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but this extension shall be granted only for the purpose of allowing the ship to
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complete its voyage to the port in which it is to be surveyed and then only in cases
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where it appears proper and reasonable to do so. No Certificate shall be extended

for a period longer than three months, and a ship to which an extension is granted
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shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue
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of such extension to leave that port without having a new Certificate. When the

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renewal survey is completed, the new Certificate shall be valid to a date not
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exceeding five years from the date of expiry of the existing Certificate before the
extension was granted.

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6. A Certificate issued to a ship engaged on short voyages which has not been
extended under the foregoing provisions of this regulation may be extended by the
Administration for a period of grace of up to one month from the date of expiry
stated on it. When the renewal survey is completed, the new Certificate shall be
valid to a date not exceeding five years from the date of expiry of the existing
Certificate before the extension was granted.
7. In special circumstances, as determined by the Administration, a new Certificate
need not be dated from the date of expiry of the existing Certificate as required by
paragraph 2.2, 5 or 6 of this regulation. In these special circumstances, the new
Certificate shall be valid to a date not exceeding five years from the date of
completion of the renewal survey.
8. A Certificate issued under regulation 5 or 6 of this Annex shall cease to be valid
in either of the following cases:

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.1. if the relevant surveys are not completed within the periods specified under
regulation 4.1 of this Annex; or
.2. upon transfer of the ship to the flag of another state. A new Certificate shall
only be issued when the government issuing the new Certificate is fully satisfied
that the ship is in compliance with the requirements of regulations 4.7 and 4.8 of
this Annex. In the case of a transfer between parties, if requested within 3 months
after the transfer has taken place, the government of the party whose flag the ship
was formerly entitled to fly shall, as soon as possible, transmit to the
Administration copies of the Certificate carried by the ship before the transfer and,
if available, copies of the relevant survey reports.

Sewage treatment plant should be approved in accordance with i m o resolution

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MEPC 2 (vi)-December 1976 standard.
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I M O resolution 159 (55) adopted in October 2006 applicable to all ships built on
or after 1st January 2010.
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Regulation 10 - Standard Discharge Connections

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To enable pipes of reception facilities to be connected with the ship’s discharge pipeline, both

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lines shall be fitted with a standard discharge connection in accordance with the following table:
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STANDARD DIMENSIONS OF FLANGES FOR DISCHARGE CONNECTIONS

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Description Dimension
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Outside diameter 210 mm

Inner diameter According to pipe outside diameter
Bolt circle diameter 170 mm
Slots in flange 4 holes 18 mm in diameter equidistantly placed on a bolt
circle of the above diameter, slotted to the flange periphery.
The slot width to be 18 mm
Flange thickness 16 mm
Bolts and nuts: 4, each of 16 mm in diameter and of suitable length
quantity and diameter
The flange is designed to accept pipes up to a maximum internal diameter of 100 mm
and shall be of steel or other equivalent material having a flat face. This flange,
together with a suitable gasket, shall be suitable for a service pressure of 600 kPa.

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For ships having a moulded depth of 5 metres and less, the inner diameter of the
discharge connection may be 38 millimetres.
For ships in dedicated trades, i.e. passenger ferries, alternatively the ship’s
discharge pipeline may be fitted with a discharge connection which can be
accepted by the Administration, such as quick connection couplings.
MARINE SEWAGE TREATMENT UNITS IN PASSENGER SHIPS
Traditional Type II Marine Sanitation Devices
Most cargo and cruise ships with traditional Type II Marine Sanitation Devices
(MSD), sewage is treated using biological treatment and chlorination. Some cruise
ships do not treat their sewage biologically, but instead use maceration and
chlorination. The treatment system typically includes aerobic biological treatment

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to remove biochemical oxygen demand and some nutrients, clarification and
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filtration to remove solids, and final chlorine disinfection to destroy pathogens.
The system also may include screening to remove grit and debris. Cruise ships
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typically install up to four systems, allowing one or two to be placed off-line for
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maintenance at any one time. Cargo ships use one unit only.
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ADVANCED WASTEWATER TREATMENT SYSTEMS (AWT)

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To improve environmental performance, cruise lines are testing and installing
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wastewater purification systems that utilize advanced technologies. These onboard
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wastewater treatment systems are designed to result in effluent discharges that are
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of a high quality and purity; for example, meeting or surpassing standards for

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secondary and tertiary effluents and reclaimed water. Effluents meeting these high
standards would not be subjected to the strict discharge limitations. Generally
advanced treatment systems utilize enhanced aerobic digestion with physical
filtration to clean shipboard waste water. On some cruise vessels, sewage and often
greywater are treated using AWTs. AWTs generally provide improved screening,
biological treatment, solids separation (using filtration or flotation), and
disinfection (using ultraviolet light) as compared to traditional Type II MSDs.
EVAC
EVAC is a company that designs, manufactures and markets environmentally
friendly waste and wastewater collection and treatment solutions for the marine
industry worldwide. The Evac MBR is a single stream Advanced Waste Water
Treatment system where all the waste streams are treated in one process. The Evac
MBR is based on effective equalizing and mixing of the incoming waste streams,
pre-treatment by screens, an aerated biotank and a membrane bioreactor. In this
proposal, a nutrient removal step is added to the basic process. The Evac MBR

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process is fully automated and controlled through a PLC by vacuum/pressure

switches, level switches, DO, TSS and pH sensors, flow meters and foam
detectors.

SIGNIFICANT PARAMETERS OF STATE LAWS, REGULATIONS, AND MOUS

Alaska
Alaska Cruise Ship Initiative – AS 46.030460 – AS 46.03.490 (2001): Sets
standards for fecal coliform and total suspended solids and sampling requirements
for the underway discharge of wastewater in Alaska state waters. In effect, only
wastewater (sewage and gray water) treated by an AWTS can be discharged in
Alaska state waters.
Alaska Cruise Ship Ballot Initiative (2006): Requires ship discharges to meet

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Alaska Water Quality Standards. Also place on all ships observers (Ocean
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Rangers) who observe wastewater treatment practices, inspect pollution control
equipment and sample all ship discharges.
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California

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AB 121 (2003): Bans discharge of sewage sludge and oily bilge water into state
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waters.
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AB 906 (2003): Prohibits discharge of hazardous wastes from photo-processing
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and dry cleaning operations into state waters.

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AB 2672 (2004): Bans discharge of treated wastewater into state waters (including
from AWTS).
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AB 2093 (2004): Prohibits release of gray water into state waters.

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AB 471 (2004): Prevents use of incinerators in state waters.

SB 771 (2005): Directed the State Water Board to obtain permission from the U.S.
EPA to impose sewage discharge prohibitions on cruise ships in California waters.
SB 497 (2006): Requires the state to adopt ballast water performance standards by
January 2008 and sets specific deadline for removal of different types of species
from ballast water, mandating that ship operators remove invasive species
(including bacteria) by the year 2020.
Rulemaking to Consider the Adoption of a Proposed Regulation for Fuel Sulfur
and Other Operational Requirements for Ocean-Going Vessels Within California
Waters and 24 Nautical Miles of the California Baseline (Approved by the
California Air Resources Board on July 24, 2008,
http://www.arb.ca.gov/regact/2008/fuelogv08/fuelogv08.htm): Regulations require
ships within 24 miles of its coast to use marine gas oil, or marine diesel oil, with a
sulfur content of no more than 0.5 percent by weight, in all ship diesel engines
beginning in July 2009. In 2012 the fuel sulfur content will be reduced to 0.1
percent.

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Florida
Memorandum of Understanding (2001): The cruise industry agrees to not
discharge wastewater (gray water and sewage, treated and untreated) into state
waters. AWTS meeting Alaska standards are exempt from these limitations.
Environmental Protection Agency – 67 FR 35735 (2003): Declares state waters
within the Florida Keys National Marine Sanctuary a No Discharge Zone (NDZ).
Hawaii
HB 422 (2005): Allows treated sewage meeting Alaska standards for fecal
coliform and total suspended solids to be discharged into state waters. Untreated
sewage must be discharged outside state waters; incinerators shall not be used in
port. No regulation of grey water.

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ANNEX V
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The Maritime Environment Protection Committee(MEPC) of I M O at its sixty
second session in July 2011, adopted the revised MARPOL Annex V, which
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entered into force on 1 1 2013.Revised annex V is contained in MEPC 201(62) and

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guide lines for implementation in MEPC 219(63) which was adopted on 2 -3-2012.
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.1 Addition of the Garbage definition: animal carcasses, cargo residues, cooking
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oil, domestic waste, operational waste, fishing gear, food waste, incinerator ash
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were newly added into the definition of garbage.

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.2 While the existing MARPOL Annex V has determined whether the garbage can
be disposed into the sea according to the requirements relating to the category of
garbage, voyage area and distance from the nearest land, newly amended
Annex V will specify that all garbages shall not be disposed into the sea but be
disposed to the port reception facilities, except as expressly provided otherwise
(the discharges include only food wastes, cargo residues and water used for
washing deck).
.1 Food waste, cargo residues and water used for washing deck may be disposed
into the sea not less than 12 nautical miles from the nearest land.
.2 Existing category of garbage (papers, rags, glass, metal, bottles, crockery,
Floating dunnage, lining, packing materials, cooking oil and incinerator ash) which
may be disposed into the sea in the past shall not be disposed into the sea on or
after 1 January 2013.
.3 Fixed and floating platforms shall maintain the garbage management plan and
garbage placard.

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.4 The requirement of garbage management plan was changed from ships of 400
G/T to 100 G/T.
.5 The disposal of garbage which can be discharged into the sea shall be carried out
during the ships 'en-route'.
※ En-route means that the ship is underway at sea on a course or courses,
including deviation from the shortest direct route, which as far as practicable for
navigational purposes, will cause any discharge to be spread over as great an area
of the sea as is reasonable and practicable.
• Crews should be instructed on the new rules.
• A revised Garbage Management Plan must be produced and implemented
on board.

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• Placards on board must be renewed so as to display the revised garbage
disposal requirements. .co
• Sample placard targeting crew and shipboard operations
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• Discharge of all garbage into the sea is prohibited except provided otherwise

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• Sample placard targeting fixed or floating platforms and ships operating
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within 500 metres of such platforms

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• Discharge of all garbage into the sea is prohibited except provided otherwise
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• The MARPOL Convention and domestic law prohibit the discharge of all
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garbage into the sea from fixed or floating platforms and from all other ships
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when alongside or within 500 metres of such platforms.

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The Garbage Record Book must be updated in accordance with the new recording
requirements

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MEPC 62/24

APPENDIX
FORM OF GARBAGE RECORD BOOK
Name of ship: _______________________
Distinctive number or letters: _______________________
IMO No.: _______________________
Period:_____________ From: _____________ To: _____________
.
Garbage and garbage management
Garbage means all kinds of food wastes, domestic wastes and operational wastes,

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all plastics, cargo residues, cooking oil, fishing gear, and animal carcasses
generated during the normal operation of the ship and liable to be disposed of
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continuously or periodically except those substances which are defined or listed in
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other Annexes to the present Convention.
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Garbage does not include fresh fish and parts thereof generated as a result of

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fishing activities undertaken during the voyage, or as a result of aquaculture
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activities which involve the transport of fish including shellfish for placement in
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the aquaculture facility and the transport of harvested fish including shellfish from
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such facilities to shore for processing. The Guidelines for the implementation of

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Annex V of MARPOL3 should also be referred to for relevant information.

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Amount of garbage
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The amount of garbage onboard should be estimated in cubic metres, if possible

separately according to category. The Garbage Record Book contains many
references to estimated amount of garbage. It is recognized that the accuracy of
estimating amounts of garbage is left to interpretation. Volume estimates will
differ before and after processing. Some processing procedures may not allow for a
usable estimate of volume, e.g., the continuous processing of food waste. Such
factors should be taken into consideration when making and interpreting entries
made in a record.

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RECORD OF GARBAGE DISCHARGES

Ship's name: _______________________
Distinctive No., or letters: _______________________
IMO No.: ____________
Garbage categories:
A. Plastics
B. Food wastes
C. Domestic wastes (e.g., paper products, rags, glass, metal, bottles, crockery, etc.)
D. Cooking oil
E. Incinerator Ashes
F. Operational wastes
G. Cargo residues

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H. Animal Carcass(es)
I. Fishing gear
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NEW TABLE LAYOUT FOR GARBAGE AS BELOW:
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Estimated
Date/
Pos of ship Amounts
To

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Incin- Certification/
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(Remarks e.g. Category Discharged reception

Time sea eration Signature
accidental loss) or facility
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incinerated
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Master's signature:______________ Date: ____________________

GARBAGE MANAGEMENT
Every ship of 100 gross tonnage and above, and every ship certified to carry 15 or
more persons, and fixed and floating platforms are required to carry and implement
a garbage management plan that specifies procedures to be followed to ensure
proper and efficient handling and storage of garbage. A garbage management
plan2 should be developed that can be incorporated into crew and ship operating
manuals. Such manuals should identify crew responsibilities (including an
Environmental Control Officer) and procedures for all aspects of handling and
storing garbage on board the ship. Procedures for handling ship-generated garbage
are divided into four phases: collection, processing, storage, and discharge

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Waste Minimization
All ship owners and operators should minimize taking onboard material that
could become garbage. Ship-specific garbage minimization procedures
should be included in the Garbage Management Plan. It is recommended
that manufacturers, cargo owners, ports and terminals, ship owners and
operators and governments consider the management of garbage associated
with ships' supplies, provisions, and cargoes as needed to minimize the
generation of garbage in all forms.
When making supply and provisioning arrangements, ship owners and
operators, where possible, with the ships suppliers should consider the
products being procured in terms of the garbage they will generate. Options

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that should be considered to decrease the amount of such garbage include
the following: .co
Using supplies that come in bulk packaging, taking into account factors such
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as adequate shelf-life (once a container is open) to avoid increasing garbage

associated with such products;
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Using supplies that come in reusable or recyclable packaging and containers;

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avoiding the use of disposable cups, utensils, dishes, towels and rags and
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other convenience items whenever possible; and avoiding supplies that are
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packaged in plastic, unless a reusable or recyclable plastic is used.

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When considering selection of materials for stowage and securing of cargo
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or protection of cargo from the weather, ship owners and operators should
consider how much garbage such materials will generate. Options that
should be considered to decrease the amount of such garbage include the
following:
Using permanent reusable coverings for cargo protection instead of
disposable or recyclable plastic sheeting;

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Using stowage systems and methods that reuse dunnage, shoring, lining and
packing materials; and
MEPC 63/23/Add.1
Annex 24, page 6
I:\MEPC\63\23-Add-1.doc
Discharging to port reception facilities the dunnage, lining and packaging
materials generated in port during cargo activities as its discharge into the
sea is not permitted.
Ships also to follow the rules as laid out by port states:

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State of California has banned all discharge within three miles and operation of
incinerator. In 2002 Crystal Harmony dumped 36,000 gallons sewage water in
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Monetary Bay Marine National Sanctuary. The ship was more than 12 nautical
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miles. It did not break any law but it broke an agreement between the State and
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Company, and it was banned for life.
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Special areas for garbage. Mediterranean sea, Baltic sea, Black sea, Red sea, gulf
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area, North sea, the Antarctic, and wider Caribbean region including gulf of
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Mexico and Caribbean sea (defined in MARPOL by latitude and longitudes).

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Regulation 7
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Exceptions
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The discharge of garbage from a ship necessary for the purpose of securing the
safety of a ship and those onboard or saving life at sea; or the accidental loss of
garbage resulting from damage to a ship or its equipment, provided that all
reasonable precautions have been taken before and after the occurrence of the
damage, to prevent or minimize the accidental loss; or the accidental loss of fishing
gear from a ship provided that all reasonable precautions have been taken to
prevent such loss; or the discharge of fishing gear from a ship for the protection of
marine environment or for the safety of that ship or its crew.

Exception of en route:
The en route requirements of regulations 4 and 6 shall not apply to the discharge
of food wastes where it is clear the retention onboard of these food wastes presents
an imminent health risk to the people on board.

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Placards required by regulation 10.1 should contain a summary declaration stating

the prohibition and restrictions for discharging garbage from ships under
MARPOL Annex V and the possible penalties for failure to comply. Governments
are encouraged to develop appropriate placards for use by every ship of their
registry of more than 12 metres in length overall and fixed and floating platforms.
(Sample placards targeting crew and shipboard operations; fixed or floating
platforms and ships operating within 500 metres of such platforms; and passengers
are shown in figures 1, 2 and 3.)
4.4.1 The declaration should be placed on a placard at least 12.5 cm by 20 cm,
made of durable material and fixed in conspicuous and prominent places on board
the ship. Placards should also be replaced when damage or wear compromises the
readability of the declaration.

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4.4.2 The placards should also be placed in prominent places where crew will be
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working and living, and in areas where bins are placed for collection of garbage.
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These places include galley spaces, mess room(s), wardroom, bridge, main deck
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and other areas of the ship, as appropriate. The placards should be displayed at line
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of sight height and be printed in the working language of the crew. Ships which
operate internationally will also have placards printed in English, French or
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Spanish.

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4.4.3 Where the ship carries passengers, placards also should be placed in
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prominent places where passengers are accommodated and congregate. These

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include cabins, all deck areas for recreational purposes open to passengers.

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Sample placard targeting passengers

Discharge of all garbage into the sea is prohibited except provided otherwise; the
MARPOL Convention and domestic law generally prohibit the discharge of most
forms of garbage from ships into the sea.
Violation of these requirements may result in penalties.
All garbage is to be retained onboard and placed in the bins provided.

Air pollution
Diesel engines and boilers burn high sulphur content fuel, producing sulphur di
oxide nitrogen oxide and particulate, in addition to carbon monoxide, carbon
dioxide and hydrocarbons. Diesel exhaust has been classified by EPA as a likely
human carcinogen. EPA recognizes that these emissions from marine diesel
engines contribute to ozone and carbon monoxide nonattainment (i.e., failure to

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meet air quality standards), as well as adverse health effects associated with
ambient concentrations of particulate matter and visibility, haze acid deposition,
and eutrophication and nitrification of water. EPA estimates that large marine
diesel engines accounted for about 1.6% of mobile source nitrogen oxide emissions
and 2.8% of mobile source particulate emissions in the United States in 2000.
Shipboard incinerators also burn large volumes of garbage, plastics, and other
waste, producing ash that must be disposed of. Incinerators may release toxic
emissions as well.

ANNEXURE VI - MARPOL Annex VI providing regulations for the Prevention

of Air Pollution from Ships came into force on 19 May, 2005.

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Annex VI contains three chapters and number of appendices.
Chapter II covers requirements of ships to be surveyed to ensure that they comply
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with regulations, issuance of International Air Pollution Prevention Certificates, to
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show ships compliance with rules and enforcement of rules.
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Sets limits to sulphur oxide and nitrogen oxide emission from ship exhaust and
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prohibits deliberate emission of ozone depleting substances-halons and cfcs.

The main exhaust emission pollutants are nitrogen oxides, sulphur oxides, carbon
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oxides, and un-burnt hydrocarbon particulates. These pollutants cause smog, acid
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rain and greenhouse effect.

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CFCS (R 11 & R12 ) damage the ozone layer and also is green house gas.
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Halons (bromoflurocarbon) have a greater ozone depletion potential than CFCS.

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New installations containing CFCS are banned, but new installations containing
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HCFCS are permitted until 1. 1. 2020 on new installations.

The requirement of I M O regulations are in accordance with Montreal Protocol, a
U N international environmental treaty, by which member countries agreed to cut
CFC consumption and production in order to protect ozone layer.
Incineration of board ships certain products such as contaminated packaging
materials and pcbs (poly Chlorinated bi phenyls) are banned on board.

Regulation 14: Sulphur oxides:

The sulphur content of any fuel used on board in general shall not exceed 3.5%
m/m.(from 1 1 2012) then progressively to 0.50 %, effective from 1 January 2020.

SECA and ECA

Ships trading in designated emission control areas will have to use on board fuel
oil with a sulphur content of no more than 0.10% from 1 January 2015, against the
limit of 1.00% in effect up until 31 December 2014.

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The stricter rules come into effect under the International Convention for the
Prevention of Pollution form ships (MARPOL) Annex VI (Regulations for the
Prevention of Air Pollution from Ships), specifically under regulation 14, which
covers emissions of Sulphur Oxides (SOx) and particulate matter from ships.

SOX contribute to the high emission of particulate matter. These requirements

were adopted in October 2008 by consensus and entered into force in July 2010.

The emission control areas established under MARPOL Annex VI for SOx are the
Baltic Sea area; the North Sea area; the North American area (covering designated
coastal areas of the United States and Canada); and the United States Caribbean
Sea area (around Puerto Rico and the United States Virgin Islands).

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Under “Equivalents” provisions also adopted in 2008, ships may meet the SOx
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requirements by using approved equivalent methods, such as an apparatus or piece
of equipment (for example, Exhaust Gas Cleaning Systems or “scrubbers”, which
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“clean” the emissions before they are released into the atmosphere). In this case,

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the equivalent arrangement must be approved by the ship’s Administration (the
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flag State) that is a State Party to MARPOL Annex VI.

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In addition countries like Australia, Hongkong, China and State of California

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(CARB). have their own regulations on the restricted use of sulphur content for

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Ships constructed on or after 1 January 2016 shall comply with the NOx emission
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limits specified in regulation 13.5.1.1, when operating within the North American

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ECA.

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EUROPEAN UNION REGULATIONS ON SULPHUR CONTENT OF FUEL IN EU PORTS

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23/09/2014.The fuel sulphur limits of the OGV Fuel Regulation and the North
American ECA will both be 0.1% as of 1 January 2015, but there are two
fundamental differences between the two sets of requirements:
• The ECA Regulation allows alternative emissions control technologies such
as exhaust gas cleaning devices ("scrubbers") to be used, whereas the OGV Fuel
Regulation does not have a similar provision. Therefore OGV Fuel Regulation
compliance can only be achieved by using low sulphur fuel.
• The ECA Regulation only requires that a fuel meets the specified percent
sulphur requirements, while the OGV Fuel Regulation requires that the fuel also
meets the specifications for distillate grades.
Regulation 13: Nitrogen oxides:
Guidelines for implementation of energy efficiency
The MEPC adopted four sets of guidelines intended to assist in the implementation
of the mandatory Regulations on Energy Efficiency for Ships in MARPOL Annex
VI, which entered into force on 1 January 2013:

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• 2012 Guidelines on the method of calculation of the attained Energy Efficiency

Design Index (EEDI) for new ships;

• 2012 Guidelines for the development of a Ship Energy Efficiency Management

Plan (SEEMP);

• 2012 Guidelines on survey and certification of the Energy Efficiency Design

Index (EEDI); and

• Guidelines for calculation of reference lines for use with the Energy Efficiency
Design Index (EEDI).

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The guidelines adopted will support Member States in their uniform
implementation of the amendments to MARPOL Annex VI Regulations for the
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prevention of air pollution from ships, adopted in July 2011, which add a new
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chapter 4 to Annex VI on Regulations on energy efficiency for ships to make
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mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the

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Ship Energy Efficiency Management Plan (SEEMP) for all ships.
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The EEDI is a non-prescriptive, performance-based mechanism that leaves the
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choice of technologies to use in a specific ship design to the industry. As long as

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the required energy-efficiency level is attained, ship designers and builders would
be free to use the most cost-efficient solutions for the ship to comply with the
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regulations.
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The SEEMP establishes a mechanism for operators to improve the energy

efficiency of ships.

The MEPC also agreed an updated work plan for the development of further
guidelines and the development of energy efficiency frameworks for those ships
not covered by the current EEDI regulations.

The IMO EEDI will lead to approximately 25-30% emission reductions by •A

template for a Ship Energy Efficiency ManagementPlan (SEEMP) for use by all
ships. The SEEMP allows companies and ships to monitor and improve
performance with regard to various factors that may contribute to CO2 emissions.
These include interalia; improved voyage planning; speed management; weather
routeing; optimising engine power, use of rudders and propellers; hull maintenance
and use of different fuel types.
Special Areas Annex I Prevention of pollution by oil

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Special area means a sea area where for recognized technical reasons in relation to
its oceanographic and ecological condition and to the particular character of its
traffic the adoption of special mandatory methods for the prevention of sea
pollution.

Mediterranean Sea Black Sea Red Sea "Gulfs" area Gulf ofAden Antarctic area
North West European Waters Oman area of the Arabian Sea Southern South
African waters.

Annex II Control of pollution by noxious liquid substances.

Antarctic area

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Annex IV Prevention of pollution by sewage from ships

Baltic Sea
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Mediterranean Sea Baltic Sea Black Sea Red Sea Gulf area North Sea Antarctic

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area (south of latitude 60° South) Wider Caribbean region including the Gulf of
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Mexico and the Caribbean Sea.

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Annex VI Prevention of air pollution by ships (Emission Control Areas)

Baltic Sea (Sox) North Sea (SOx) North American (SOx, and NOx and PM)
United States Caribbean Sea ECA (SOx, NOx and PM.

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Low sulphur fuel (0.1% or less) is mandatory for all cruise ships berthing in Sydney

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Harbour after 1 October 2015 and in all New South Wales (NSW) ports after 1 July 2016.
The proposed regulations have been introduced following ongoing concerns of local
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residents of the White Bay Cruise Terminal in relation to noise and air pollution arising
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from the relocation of part of Sydney’s overseas cruise passenger operations to White
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Bay some years ago.
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requirements apply only to cruise ships. These ships are defined as passenger ships
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that do not have a cargo deck and are designed exclusively for commercial

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transportation of more than 100 passengers in overnight accommodation on a sea

voyage. There is an obligation on both the master and owner of a cruise ship to
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comply with these requirements. The low sulfur fuel requirements for cruise ships
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apply in two stages. Stage 1 commenced on 1 October 2015 and requires that all
cruise ships use low sulfur marine fuel (fuel with a sulfur content of 0.1% or less
by weight) while berthed within Sydney Harbour. These requirements start one
hour after the ship is berthed and end one hour prior to departure. Stage 2 takes
effect from 1 July 2016 and requires all cruise ships to use low sulfur marine fuel
at all times while within Sydney Harbour (i.e. the waters west of a line between
North and South Head). Cruise ships will be required to switch to low sulfur fuel
before entering Sydney Harbour. If the master is unable to obtain low sulfur fuel,
the master must notify the EPA’s Environment Line on 131 555 (or +61 2 9995
5555) at least 48 hours before the ship’s arrival at a berth, or as soon as practicable
after arrival if earlier notification is not possible. The notification must include all
relevant details of the steps taken to obtain low sulfur fuel.

The draft regulations introduce an offence if any of the engines of a ship use fuel
other than low sulphur fuel during berthing operations, for which the Master and
Owner are held liable and may be penalised up to $22,000 in the case of the Master

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and $44,000 in the case of Owners. Limited exemptions to the use of low sulphur
fuel are provided.

Chinese initiative.
The government of China designated a series of Domestic Emission Control Areas
(DECAs) in China’s three busiest port regions – the Yangtze River Delta, Pearl
River Delta and Bohai Bay .Starting in 2017, all ships calling at the three regions
will be required to use fuels containing no more than 0.5% sulphur when berthing
in port. In 2019, they will have to use this cleaner fuel anywhere within 12 nautical
miles of coastlines within the DECAs. Shanghai and Shenzhen and Hong Kong
began to require low-sulphur fuels, by 2017.

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Particularly sensitive sea areas
Guidelines on designating a "particularly sensitive sea area" (PSSA) are contained
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in resolution A.982(24) Revised guidelines for the identification and designation of
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Particularly Sensitive Sea Areas (PSSAs). These guidelines include criteria to
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allow areas to be designated a PSSA if they fulfil a number of criteria, including:
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ecological criteria, such as unique or rare ecosystem, diversity of the ecosystem or

vulnerability to degradation by natural events or human activities; social, cultural
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and economic criteria, such as significance of the area for recreation or tourism;
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and scientific and educational criteria, such as biological research or historical

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value.
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The provisions of the United Nations Convention on the Law of the Sea

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(UNCLOS) are also relevant.

When an area is approved as a particularly sensitive sea area, specific measures can
be used to control the maritime activities in that area, such as routeing measures,
strict application of MARPOL discharge and equipment requirements for ships,
such as oil tankers; and installation of Vessel Traffic Services (VTS).
List of adopted PSSAs
The following PSSAS have been designated:
- The Great Barrier Reef, Australia (designated a PSSA in 1990)
- The Sabana-Camagüey Archipelago in Cuba (1997)
- Malpelo Island, Colombia (2002)
- The sea around the Florida Keys, United States (2002)
- The Wadden Sea, Denmark, Germany, Netherlands (2002)
- Paracas National Reserve, Peru (2003)
- Western European Waters (2004)

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- Extension of the existing Great Barrier Reef PSSA to include the Torres Strait
(proposed by Australia and Papua New Guinea) (2005)
- Canary Islands, Spain (2005)
- The Galapagos Archipelago, Ecuador (2005)
- The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania,
Poland and Sweden (2005)
- The Papahānaumokuākea Marine National Monument, United States (2007)
- The Strait of Bonifacio, France and Italy (2011)

• Cold Ironing to reduce pollution in port areas

Cold ironing is a process where shore side electrical power is provided to ocean--

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going vessels, allowing them to shut down auxiliary diesel generators while they
are docked. Port of Losangeles and Alaskan terminals have certain piers
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exclusively for cruise vessels and large container ships which uses large amount of
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power even in port to change over to Alternative Marine Power supplied by the
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port facilities.
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Ballast water Convention

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The Convention will enter into force on September 8, 2017 with accession by
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Finland on Sept 2016.Under the Convention’s terms, ships will be required to

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manage their ballast water to remove, render harmless, or avoid the uptake or
discharge of aquatic organisms and pathogens within ballast water and sediments,
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reducing the spread of invasive aquatic species, which can cause havoc for local
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ecosystems, affect biodiversity and lead to substantial economic loss. The

Convention will require all ships in international trade to manage their ballast
water and sediments to certain standards, according to a ship-specific ballast water
management plan. All ships will also have to carry a ballast water record book and
an International Ballast Water Management Certificate. The ballast water
performance standard will be phased in over a period of time. Most ships will need
to install an on-board system to treat ballast water and eliminate unwanted
organisms. More than 60 type-approved systems are already available.

USCG
The revised U.S Coast Guard (USCG) regulations on ballast water management
entered into force. 21 June 2012. U. S. legislation requires the ballast water
treatment system (BWTS) to be type approved by the USCG. All ships calling at
United States ports and intending to discharge ballast water must either carry out
exchange or treatment, in addition to fouling and sediment management. The
exchange of ballast water will only be allowed until the implementation deadlines

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for treatment systems as shown in the table below. A third option is to use potable
water (from the U.S. public water system) and in such case the ballast tanks need
to be cleaned and sediments removed beforehand.

Treatment must be done using either a USCG type-approved system or a system

type approved by another Administration which the USCG has accepted. This is
referred to as AMS. The USCG Regulations 33 CFR Part 151 and 46 CFR Part 162
entered into force on 21 June 2012 and apply to new ships constructed on or after 1
December 2013 as well as to existing ships by their first dry-docking after 2014 or
2016 depending on their BW capacity. The numerical values of the discharge
standards in the United States remain identical to those of the BWM Convention,
however, the qualitative criteria on elimination is different. IMO sets limits for

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organisms that are viable whereas the United States sets limits for organisms that
are living. o .co
Additional requirements for USCG
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The new USCG regulations also contain some additional requirements to the ship’s
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operation, which are summarised below:

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• Clean ballast tanks regularly to remove sediments.
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Rinse anchors and chains when the anchor is retrieved.

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• Remove fouling from the hull, piping and tanks on a regular basis.
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Maintain a BWM Plan that includes the above in addition to ballast water

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management (no requirement that the BWM Plan must be approved).

• Maintain records of ballast and fouling management.
• Submit a report form 24 hours before calling at a U.S. port

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CHAPTER 10
CROWD MANAGEMENT – TRAINING
Training objectives are: -
1. Crowd control in an emergency situation on board.
2. Locate essential safety and emergency equipment on board.
3. Communicate effectively with passengers during an emergency.
4. Demonstrate the use of personal life-saving appliances.
5. Comply with the ships safety and emergency procedures.

Crowd Control
At times on a Passenger ship, particularly as STP ship, there may be instances of

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Crowd getting restless and causing law and order problem on board. This problem
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is more likely to be encountered during the embarkation and disembarkation of
Passengers and during emergencies. Master shall be guided by the provisions of
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The Indian Merchant Shipping Act Part VIII Passenger ships sec. 233-Keeping
Order on Passenger ships.

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KEEPING ORDER ON PASSENGER SHIP–INDIAN MERCHANT SHIP SOME

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RELEVANT REGULATIONS. MERCHANT SHIP ACT PASSENGER SHIP

PART VIII

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APPLICATION TO SHIPS

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• with mechanical means of propulsion but the provisions of this Part relating to
[special trade passenger ships] shall not apply--
• (a) to any such ship not carrying more than thirty [special trade passengers]; or
• (b) To any such ship not intended to carry [special trade passengers] to or from
any port or place in India.
KEEPING ORDER ON PASSENGER SHIPS
• 233. Offences in connection with passenger ships–
• (a) any person being drunk or disorderly has been on that account refused
admission to by the owner or any person in his employ and, after having the
amount of his fare (if he has paid it) returned or tendered to him, nevertheless
persists in attempting to enter the ship;
• (b) Or does not comply with the request;

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MOLESTATION OF PASSENGERS.
• any person onboard the ship after warning by the master or other officer
thereof, molests or continues to molest any passenger;
• any person having gone onboard the ship at any place and being requested, on
account of the ship being full, by the owner or any person in his employ to
leave the ship, before it has departed from that place, and having had the
amount of his fare (if he has paid it) returned or tendered to him, does not
comply with that request;
TICKETLESS.
• any person travels or attempts to travel in the ship without first paying his fare

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and with intent to avoid payment thereof;
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• any person on arriving in the ship at the place for which he has paid his fare
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knowingly and wilfully refuses or neglects to quit the ship;
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• any person onboard the ship fails when requested by the master or other officer
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thereof either to pay his fare or to exhibit such ticket or other receipt, if any,
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showing the payment of his fare as is usually given to persons travelling by and

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paying fare for the ship he shall be guilty of an offence under this sub-section

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DAMAGE TO MACHINERY
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• No person onboard any such ship shall wilfully do or cause to be done anything
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in such a manner as to obstruct or injure any part of the machinery or tackle of

the ship or to obstruct, impede or molest the crew or any of them in the
navigation or management of the ship or otherwise in the execution of their
duty on or about the ship.
• The master or other officer of any such ship and all persons called by him to his
assistance may, without warrant, detain any person who commits any offence
under this section and whose name and address are unknown to the master or
officer and convey the offender with all convenient despatch before the [nearest
Judicial Magistrate of the first class or the Metropolitan Magistrate, as the case
may be,] to be dealt with according to law.
DRUNKEN PASSENGERS
• Power to exclude drunken passengers from passenger ships-- The master of any
passenger ship may refuse to receive on board thereof any person who by
reason of drunkenness or otherwise is in such a state or misconducts himself in

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such a manner as to cause annoyance or injury to passengers on board; and if

any such person is on board, may put him on shore at any convenient place; and
a person so refused admittance or put on shore shall not be entitled to the return
of any fare he has paid.
Muster list. Solas chapter III part -B section II reg 25.
Details in the muster list must be understood and the places where muster list is
displayed also must be known upon joining the ship.
Fire alarm and general emergency alarm – must be able to distinguish between
signals of these alarms. Abandon ship alarm is general emergency alarm followed
by masters verbal orders on P/A system.
Passenger Muster Stations

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Passenger muster spaces are to be in the vicinity of, and permit access for the
passengers to, the embarkation stations unless they happen to be in the same
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location. It should have ample room for marshalling and instructing passengers.
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Escape routes shall be provided for every passenger space and should be so
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arranged so as to provide direct possible route to the passenger muster station and
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shall be distinctly marked with luminous symbols in accordance with National and
SOLAS regulations. The routes to muster stations are not to be obstructed by
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furniture or other obstructions such as beddings, luggage boxes of goods or
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cleaning carts.

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Duties of Passenger guides.

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• Familiarize with general lay out of the ship and the assembly stations.
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• Location of Adult and infant/ child life jackets.

• Location of extra Abandon ship supplies; for example, blankets.
• Location and content and use of equipments in the emergency locker.
• Elementary first aid and transportation of casualties.
• Ensure that passengers, especially children, are warmly dressed.
• The life Raft and life boat assigned to passengers.
Abandon ship duties.
Man overboard alarm and procedures.
Location of life buoys.
Training manual and its location:
• Awareness of the location of training manual and the contents of the
training manual.

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Emergency exits:

• Be familiar with location map. (You are here map)

• Should your exit be unavailable, e.g. Smoke, be aware of alternative
exits.

Restrictions on the use of elevators:

- power failure with people trapped
- smoke many travel rapidly up elevator shafts
- The elevators may be requested for a deck which is dangerous because of
smoke or fire, whereas stairway guides will direct passengers to the
assembly stations by a safe route.

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- Elevators may become overloaded caused by the rush to escape
- Too many people attempting to enter the elevator may mean that doors
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cannot be closed leading to further distress
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Assist passengers en route to assembly and embarkation stations
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1. How to give clear and reassuring orders:

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- speak with confidence and authority
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- be assertive, then passengers will have confidence in you

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- speak slowly and concisely, and ensure that everyone can hear
- passengers will always request more information
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- only tell the passengers what you know, do not guess
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- Listen carefully to public address announcements and pass on information

that may not have been heard or understood by the passengers.
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2. How to take control of passengers in corridors, staircases and passageways;
- give clear and calm directions on the route to take
- keep the flow of passengers moving
- If asked questions reply if the answer is simple, however say that
information will be given at the assembly station. This should ensure that
there are no delays.
- Close any doors that may allow passengers to deviate from the prescribed
route
- Be aware of the emergency lighting that is installed
- If family groups become separated, keep them calm and get information on
the location of the other members. Reassure them that every effort is being
made to reunite the group
- Procedures for personnel having direct control of children’s activities.

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3. Maintain escape routes clear of obstructions:

- ensure that cleaning trolleys, temporary maintenance equipment e.g. ladders,
are not blocking entrances, exits and accesses.

4. Methods available for evacuation for disabled persons and persons needing
special assistance:

- Crew members to assist disabled persons using lightweight evacuation chairs

if available
- Their location, e.g. cabin lists, and messages on the Public Address system
advising crew members where assistance is required

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- Other disabilities may involve drunks, injured, worried/ anxious people
- Assign personnel to look after them, suitable passengers may be of help
- Keep them as calm as possible
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- Call for extra assistance if required
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- Know where to get assistance from

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5. Search of accommodation spaces:

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- Crew members allotted on the muster list to search specific spaces.
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- A thorough check of all public and private areas, lounges, cabins, toilets

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- Understands the ship’s emergency procedures which ensures that an area has
been searched, eg. Direct message to a control point, bridge or local, door
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marking, plans marked to show area has been searched.
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Adverse Weather Precautions

Passengers shall be forewarned before the onset of heavy weather. Ship’s officers
will take rounds to ensure no passengers are on deck or at vulnerable places.
Should the possibility of ship rolling and pitching exist, Announcements shall be
made cautioning passengers against leaving young children unattended on top
bunks where two-tier bunk system exists. Passenger spaces will be particularly
inspected to ensure all baggage are secured and side scuttles/portholes on decks
close to waterline are tightly closed. Rounds by officer in charge of deck watch
and welfare officer in passenger spaces shall be taken during adverse weather
conditions and anti sickness/vomiting bags shall be given to the passengers falling
sea-sick. In case of vomiting by passengers in any areas, same are to be cleaned
immediately with antiseptic and also air fresheners to be spread in surrounding
areas.

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Mustering procedures
1. Importance of keeping order:
- be prominent, stand on a stage, table or chair
- wear highly visible clothing, jackets, caps
- use a microphone or loud hailer if available.

2. Procedures for reducing and avoiding panic:

- Inform the first arrivals that patience is needed until everyone has arrived.
- Keep passengers towards the centre or extremities so that entry points do not
become blocked
- Be confident then others will have confidence in you
- Leadership is essential, in its absence rumours will spread and stronger-willed

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but ill-informed passengers may attempt to influence events.
- Do not leave your position, detail off the muster personnel or responsible
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passengers for assistance in supportive roles.
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- Awareness that separated family groups will need information on missing
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members

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- Look for changes in behaviour, send someone to calm them down
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- Never be aggressive
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3. Use, where appropriate, passenger lists for evacuation counts.

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- the required numbers counted for each lifeboat/raft.

- passengers directed to the embarkation stations in single file.
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- the number of passengers evacuated to be passed to the bridge.
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- passengers may not have been allocated to specific assembly stations on

certain ships, however the thorough accommodation search should ensure that
passengers are accounted for..

4. How to ensure that the passengers are suitably clothed and have donned their
life jackets correctly:
- prior instructions on public address system to passengers to proceed to the
assembly stations wearing extra clothing
- precise instructions and demonstration of donning life jackets
- extra life jackets available at assembly stations and extra blankets available.

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CHAPTER 11
CRISIS MANAGEMENT AND HUMAN BEHAVIOUR
Contingency Planning
Preparing contingency plans in advance, as part of a crisis management plan, is the
first step to ensuring an organization is appropriately prepared for a crisis. Crisis
management teams can rehearse a crisis plan by developing a simulated scenario to
use as a drill. The plan should clearly stipulate that the only people to speak
publicly about the crisis are the designated persons, such as the company
spokesperson or crisis team members. The first hours after a crisis breaks are the
most crucial, so working with speed and efficiency is important, and the plan

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should indicate how quickly each function should be performed. When preparing
to offer a statement externally as well as internally, information should be accurate.
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Providing incorrect or manipulated information has a tendency to backfire and will
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greatly exacerbate the situation. The contingency plan should contain information
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and guidance that will help decision makers to consider not only the short-term

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consequences, but the long-term effects of every decision.
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Part A Ship design, layout emergency plans, procedures and drills

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Part B. Crisis Management and Human Behaviour Training
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PART ‘A’
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General design and layout of the ship
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1. The general design and layout of the ship

- study the ship’s plans including:
o the deck reference system
o numbering on the doors and stairways
o emergency exists and alternative means of escape
o reference system for the assembly station
o location and use of all life-saving equipment
o any specific or unusual features relating to the ship

Safety regulation
1. Information from safety legislation codes and regulations including
- Company fleet regulations
- Ship specific procedures including any limitations of equipment, stability etc
- Cargo securing manual
- ISM Code

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- IMDG Code
- Codes of Safety working practice
- National regulations

Emergency plans and procedures

- emergencies may include:
o structural failure
o machinery failure
o collision
o grounding/stranding
o fire
o bomb threats
o pollution

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- checklists are available to ensure that the correct procedures are followed,
i.e. decision support system for Masters of passenger ships.
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- emergency repair equipment

- communications for assistance
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- breathing apparatus procedures

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- containment of smoke or extraction activated

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- search procedures for suspicious packages

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- location of pollution prevention equipment and procedures for notifying port
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or nearest coastal authorities.

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Example of checklist for an emergency:

ELECTRICAL POWER FAILURE.

In the event of electrical power failure, officer in charge of the navigational watch
shall be promptly informed regarding failure. The officer in charge of the
navigational watch must promptly inform the Master. The following must be
considered by the Command of the vessel:
• Has vessel's position been recorded and plotted?
• Are lights/shapes/sound signals being displayed/operated in accordance with
Colreg?
• Is day-light signalling lamp ready?
• Have the following details been noted,
− Exact time of electrical power failure?
− Course and speed at time of electrical power failure?
• Is a continuous record of all events and actions being made?

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• Has "Securite" message been broadcast?

• What is the state of tide, weather?
• What are the navigational hazards in the vicinity?
• Has a damage assessment, (including possibility of pollution) commenced?
• Can shipboard personnel rectify failure?
• Is external assistance required to avert a catastrophe?
• Has the Company been informed?
• Has the Company been advised to inform appropriate authorities?
• Does any other local authority need to be informed?

Additionally, for passenger ships —

• Have all the passengers been informed of the situation?

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Are senior officers and/or passenger guides deputed to passenger spaces to reassure
and to avoid spread of rumours.
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It has been proved in numerous real emergencies at sea that waiting till last

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moment for announcing emergency to the passengers can have disastrous
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consequences. It is prudent to inform the passenger on the first signs of an

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emergency to muster at the assembly stations .When the emergency has been

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successfully tackled, passengers may be allowed to go back to their cabins and

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resume their normal cruise activities. If Master delays the announcement,
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conditions later on board may not be conducive to an orderly evacuation to the

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assembly stations. Perhaps severe list or lack of lightings or communication will

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make movement of passengers difficult

Shipboard emergency drills

- the need to pre-planned drills for shipboard emergencies
- national and international requirements for shipboard emergency procedures
- crew members assigned and familiar with emergency duties before voyage
begins
- muster of passengers where required
- safety brief
- familiarity with all life saving equipment scenarios set for drills with specific
objectives to achieve.
- A conditioned response, to pre-set emergencies, where everyone is familiar
with their duties will often lead to a rapid, successful conclusion.

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Emergency training and drills

1. This regulation applies to all ships.
2 Familiarity with safety installations and practice musters
2.1. Every crew member with assigned emergency duties shall be familiar with
these duties before the voyage begins.
2.2. On a ship engaged on a voyage where passengers are scheduled to be on board
for more than 24 h, musters of newly-embarked passengers shall take place prior to
or immediately upon departure. Passengers shall be instructed in the use of the
lifejackets and the action to take in an emergency.
2.3. Whenever new passengers embark, a passenger safety briefing shall be given

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immediately before departure, or immediately after departure. The briefing shall
include the instructions required by regulations 8.2 and 8.4, and shall be made by
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means of an announcement, in one or more languages likely to be understood by
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the passengers. The announcement shall be made on the ship’s public address
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system, or by other equivalent means likely to be heard at least by the passengers
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who have not yet heard it during the voyage. The briefing may be included in the
muster required by paragraph 2.2. Information cards or posters or video
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programmes displayed on ships video displays may be used to supplement the
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briefing, but may not be used to replace the announcement.

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3 Drills
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3.1. Drills shall, as far as practicable, be conducted as if there were an actual
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emergency.
3.2. Every crew member shall participate in at least one abandon ship drill and one
fire drill every month. The drills of the crew shall take place within 24 h of the ship
leaving a port if more than 25% of the crew has not participated in abandon ship
and fire drills on board that particular ship in the previous month. When a ship
enters service for the first time, after modification of a major character or when a
new crew is engaged, these drills shall be held before sailing. The Administration
may accept other arrangements that are at least equivalent for those classes of ships
for which this is impracticable.
3.3. Crew members with enclosed space entry or rescue responsibilities shall
participate in an enclosed space entry and rescue drill to be held on board the ship
at least once every two months.

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3.4 Abandon ship drill

3.4.1. Each abandon ship drill shall include:
.1. summoning of passengers and crew to muster stations with the alarm required
by regulation 6.4.2 followed by drill announcement on the public address or other
communication system and ensuring that they are made aware of the order to
abandon ship;
.2. reporting to stations and preparing for the duties described in the muster list;
.3. checking that passengers and crew are suitably dressed;
.4. checking that lifejackets are correctly donned;

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.5. lowering of at least one lifeboat after any necessary preparation for launching;
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.6. starting and operating the lifeboat engine;
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.7. operation of davits used for launching life rafts;

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.8. a mock search and rescue of passengers trapped in their staterooms; and
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.9. instruction in the use of radio life-saving appliances.

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3.4.2. Different lifeboats shall, as far as practicable, be lowered in compliance with

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the requirements of paragraph 3.4.1.5 at successive drills.

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3.4.3. Except as provided in paragraphs 3.4.4 and 3.4.5, each lifeboat shall be

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launched, and maneuvered in the water by its assigned operating crew, at least
once every three months during an abandon ship drill.
3.4.4. In the case of a lifeboat arranged for free-fall launching, at least once every
three months during an abandon ship drill the crew shall board the lifeboat,
properly secure themselves in their seats and commence launch procedures up to
but not including the actual release of the lifeboat (i.e., the release hook shall not
be released). The lifeboat shall then either be free-fall launched with only the
required operating crew on board, or lowered into the water by means of the
secondary means of launching with or without the operating crew on board. In both
cases the lifeboat shall thereafter be maneuvered in the water by the operating
crew. At intervals of not more than six months, the lifeboat shall either be launched
by free-fall with only the operating crew on board, or simulated launching shall be
carried out in accordance with the guidelines developed by the Organization

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3.4.5. The Administration may allow ships operating on short international

voyages not to launch the lifeboats on one side if their berthing arrangements in
port and their trading patterns do not permit launching of lifeboats on that side.
However, all such lifeboats shall be lowered at least once every three months and
launched at least annually.
3.4.6. As far as is reasonable and practicable, rescue boats other than lifeboats
which are also rescue boats, shall be launched each month with their assigned crew
aboard and maneuvered in the water. In all cases this requirement shall be
complied with at least once every three months.
3.4.7. If lifeboat and rescue boat launching drills are carried out with the ship
making headway, such drills shall, because of the dangers involved, be practiced in
sheltered waters only and under the supervision of an officer experienced in such

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drills.
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3.4.8. If a ship is fitted with marine evacuation systems, drills shall include
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exercising of the procedures required for the deployment of such a system up to the
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point immediately preceding actual deployment of the system. This aspect of drills
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should be augmented by regular instruction using the on-board training aids

required by regulation 35.4. Additionally every system party member shall, as far
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as practicable, be further trained by participation in a full deployment of a similar
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system into water, either on board a ship or ashore, at intervals of not longer than

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two years, but in no case longer than three years. This training can be associated
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with the deployments required by regulation 20.8.2.

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3.4.9. Emergency lighting for mustering and abandonment shall be tested at each
abandon ship drill.
3.5 Fire drills
3.5.1. Fire drills should be planned in such a way that due consideration is given to
regular practice in the various emergencies that may occur depending on the type
of ships and the cargo.
3.5.2. Each fire drill shall include:
.1. reporting to stations and preparing for the duties described in the muster list
required by regulation 8;
.2. starting of a fire pump, using at least the two required jets of water to show
that the system is in proper working order;
.3. checking of fireman’s outfit and other personal rescue equipment;
.4. checking of relevant communication equipment;

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.5. checking the operation of watertight doors, fire doors, fire dampers and main
inlets and outlets of ventilation systems in the drill area; and
.6. checking the necessary arrangements for subsequent abandoning of the ship.
3.5.3. The equipment used during drills shall immediately be brought back to its
fully operational condition and any faults and defects discovered during the drills
shall be remedied as soon as possible.
3.6 Enclosed space entry and rescue drills
3.6.1. Enclosed space entry and rescue drills should be planned and conducted in a
safe manner, taking into account, as appropriate, the guidance provided in the
recommendations developed by the Organization

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. From 1 January 2015 all persons involved in enclosed space entries, and / or
assigned enclosed space rescue duties, will be required to take part in enclosed
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space entry and rescue drills at intervals not exceeding two months.
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The amendments to SOLAS Chapter III are detailed in IMO Resolution
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MSC.350(92).

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4 On-board training and instructions

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4.1. On-board training in the use of the ship’s life-saving appliances, including

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shall be given as soon as possible but not later than two weeks after a crew
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member joins the ship. However, if the crew member is on a regularly scheduled

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rotating assignment to the ship, such training shall be given not later than two
weeks after the time of first joining the ship. Instructions in the use of the ship’s
fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be
given at the same interval as the drills. Individual instruction may cover different
parts of the ship’s life-saving and fire-extinguishing appliances, but all the ship’s
life-saving and fire-extinguishing appliances shall be covered within any period of
two months.
4.2. Every crew member shall be given instructions which shall include but not
necessarily be limited to:
.1. operation and use of the ship’s inflatable life rafts;
.2. problems of hypothermia, first-aid treatment for hypothermia and other
appropriate first-aid procedures;
.3. special instructions necessary for use of the ship’s life-saving appliances in
severe weather and severe sea conditions;

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.4. operation and use of fire-extinguishing appliances; and

.5. risks associated with enclosed spaces and onboard procedures for safe entry
into such spaces which should take into account, as appropriate, the guidance
provided in recommendations developed by the Organization .
4.3. On-board training in the use of davit-launched life rafts shall take place at
intervals of not more than four months on every ship fitted with such appliances.
Whenever practicable this shall include the inflation and lowering of a life raft.
This life raft may be a special life raft intended for training purposes only, which is
not part of the ship’s life-saving equipment; such a special life raft shall be
conspicuously marked.
5 Records

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. The date when musters are held, details of abandon ship drills and fire drills
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enclosed space entry and rescue drills, drills of other life-saving appliances and on-
board training shall be recorded in such log-book as may be prescribed by the
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Administration. If a full muster, drill or training session is not held at the appointed

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time, an entry shall be made in the log-book stating the circumstances and the
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extent of the muster, drill or training session held.

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The need for all personnel to be aware of and adhere to pre-planned emergency

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procedures
- the need for all personnel to be aware of and adhere to pre-planned emergency
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procedures as carefully as possible in the event of an emergency situation:
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- immediately to go to emergency stations so that missing persons can be

identified.
Frequent drills will lead to the correct procedures being followed.
Be prepared to take charge if the leader is missing.

Optimization of resources
Emergency resources available
- resources available in an emergency may be limited
- equipment should be well separated and have safe access should an
emergency occur
- immediately move any emergency equipment from a potentially unsafe area
eg. Medical equipment, spare BA, sets and cylinders
- Age and fitness may limit certain personnel to less arduous, yet essential
positions.
- Immediately plan ahead to obtain assistance and backup resources from
ashore or other ships

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- Carefully rotate personnel who have strenuous tasks, allowing time for
adequate rest periods and refreshments.
- Advise company who can activate their emergency response plan and send
further details on stability, structural strength and assist in co-ordination of
any other assistance that is required.

Make full use of personnel and equipment available

- make full use of personnel and equipment immediately available
and if necessary to improvise.
- ensure that all equipment is serviced, fully operational and ready for use
including;

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protective clothing, fire, chemical, oil spill, breathing apparatus cylinders are full,
backup equipment, hoses, foam, oil dispersant, first aid equipment resuscitators
and any other equipment required.
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- emergency party leaders are in place to take charge.
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- ensure that personnel are suitable for their emergency positions, eg.

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adequately trained, sufficient experience, physical and mental ability etc.
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- be aware that often the rank of personnel automatically dictates a particular

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position on the muster list which may be inappropriate for them; in such
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cases appoint personnel best suited to the position.

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Organize realistic drills to maintain a state of readiness.

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Organize realistic drills to maintain a state of readiness, taking into account lessons
learn from previous accidents involving ships carrying passengers, de-briefing
after drills:
- each exercise is planned by a different officer, who may co-ordinate and
debrief the exercise.
- advice is sought from more senior personnel if required.
- do not plan unannounced drills, always give forewarning.
- prefix public address announcement, when available with ‘this is a drill’ or
‘for exercise purposes’
- remove key personnel to allow ‘second in charge’ to take over.
- place observers in strategic positions to observe the drill.
- ensure that all equipment is re-stowed and ready for use.
- debrief all of the crew using the observers to comment on the actions taken
in their particular area
- encourage the crew to discuss how the incident developed and what actions
were taken.

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- Summarize the good and bad points and note which areas require further
training
- It may be appropriate, on some ships, for an officer to talk with the crew
separately after the initial debrief with senior personnel
- Compile a portfolio of exercises that are ship specific but can still be varied.
- Exercises may be undertaken having discussed the plan which can then
proceed after all equipment has been prepared
- Incorrect procedures can be repeated until the basics have been achieved.
- Discuss incidents and lessons learnt from other passenger ship incidents
Use company incident reports if available.

PART ‘B’

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Control response to emergencies .co
How to lead and direct others in emergencies
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- set an example during emergency situations
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- take immediate control

- remain calm
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- be decisive
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- be dependable and gains the respect of other members of the group.
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Focus decision making

Focus decision making, given the need to act quickly in an emergency
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- listen to information gathered by personnel already at the scene
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- assess the situation

- allocate tasks
- plan ahead for extra equipment and personnel.
- adjust plan as required.
- Leadership style is required, autocratic, dictatorial, directive.
- Be aware that consultation may not be appropriate in crisis.

Motivation of passengers and other personnel.

Motivate, encourages and reassures passengers and other personnel.
- Stimulates interest.
- Give support to team.
- Be enthusiastic.
- Energy shown will spread to others.
- Always pass on the basic, truthful developments.
- Convey to others that a concerted effective response is being undertaken.
- Always be positive.

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Stress
One of the definitions of stress is a state of mental or emotional strain or
tension resulting from adverse or demanding circumstances.
The development of symptoms of excessive personal stress and those of other
members of the ship’s emergency team.
- the brain detects a change in the environment which it interprets as highly
threatening
- it leads to flight/fight reaction: run away or deal with the problem.
- The heart beats faster and breathing rate increases.
- People will sweat more than normal.

The effects of stress

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Stress generated by emergency situations can affect the performance of
individuals and their ability to act on instructions and follow procedures.
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- attention is focused on one area and the overall plan is not considered.
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- There is a lack of concentration.
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- Over reliance on trial and error rather than established procedures.

- Constructive suggestions are ignored.
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- Reduced ability to solve complex problems due to a narrowing of attention.

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- Consideration of fewer alternative solutions.
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- The strain of responsibility leads to:

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- Over delegating.
- Being impossible to contact.
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- General loss of control.
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CHAPTER 11

CRISIS MANAGEMENT AND HUMAN BEHAVIOUR

Passenger response

1. Acknowledge that it takes some time before people accept the fact that there
is an emergency situation.
- attention is not paid to announcements, written instructions and
familiarization with area.
- Passengers believe that disasters will never happen to them.
- Disbelief of even the most obvious signs of danger

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- Passengers are afraid of being seen as foolish by drawing attention to them
when reacting to a non apparent danger. .co
- Continual false alarms result in no response.
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- Passengers are reluctant to issue warnings for fear of starting panic.
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- Passengers will try to find some way of confirming that the warning is
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correct rather than making an escape.

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1. Some people may panic and not behave with a normal level of rationality,
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that their ability to comprehend may be impaired and they may not be as
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responsive to instructions as in non-emergency situations.

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- panic involves not only anxiety but genuine fear; the fear is not irrational but
well founded

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- there is a perception that action must take place immediately and people
move as quickly as possible to an escape route
- it also involves escape without concern for others
- panic may also occur when people make decisions on false information
- as the mind is focused only on escape, often in unfamiliar surroundings,
direction by personnel or information broadcast are ignored

2. Acknowledge that passengers and other personnel may start looking for
relatives, friends and/or their belongings as a first reaction when something
goes wrong.
- instinctive reaction to look for members of the group especially those who
are vulnerable, eg. Children, elderly, disabled
- passengers are normally content that children will be safe on a ship as
trained staff is always available.

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- Family groups will have different interests, play areas, gaming machines,
bars, cinemas etc.
- A group could easily be spread throughout the ship
- Passengers on passenger ships will have dedicated assembly stations so
groups will re-unite
- Passengers on ro-ro passenger ships will be directed to the nearest assembly
station, re-allocation of passengers to other assembly stations become
overcrowded
- Muster personnel must reassure family groups that every effort to locate
other members is being made
- Announcements on the public address system, telephone or radio
communication between those in charge of the assembly areas must be made

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- Personnel may also be sent to other assembly stations to locate missing
members and escort them to the family group
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- Once passengers have assembled they must not be allowed to leave
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- Continually reassure them that the ship’s organization is designed to resolve
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this problem

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3. Passengers may seek safety in their cabins or in other places on board where
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- all cabins, public spaces and other areas must be searched to ensure that the

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evacuation to assembly stations is complete

- follow the ship’s emergency procedures to ensure that all areas have been
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searched either by direct messages to a control point, or marking plans
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and\or doors, so that no time is wasted in duplicate searches.

4. Passengers will tend to move to the upper side of the ship.

- effective marshalling of passengers to their lifeboat/raft station
- appreciate that passengers may go to the high side where, because of the
ship’s list, some lifesaving appliances may be outside of their launching
limits
- appreciate the possible problem of panic resulting from separating families.
- Family members will be concerned for the safety of their group
- Group leaders may go to areas that are dangerous to search
- Orders from muster personnel may be ignored
- Orders must be calm, clear, informative and reassuring
- Assign a specific crew member to calm those concerned and explain the
ship’s procedures.

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Establish and maintain effective communications

The importance of effective communications

1. Delivery of clear and concise instructions and reports:
- speak slowly and clearly
- do not attempt to give too much information
- only tell passengers what you know
- do not invent information or pass on rumours that they may be spreading

2. Encourage exchange of information with, and feedback from, passengers

and other personnel
- be attentive to their needs and delegate other personnel to give extra

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assistance if required
- answer their questions
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- if the request is relevant and important advise them that you will obtain the
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information
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- bear in mind that passengers will continually ask what is happening, so keep
them occupied.
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3. Communicate in the language or languages appropriate to the principal
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nationalities of passengers and other personnel carried on the particular route

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- identify crew members who can communicate in more than one language
- place them in strategic positions e.g. Assembly areas
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- train personnel to use basic phrases e.g identifying decks, directions to take,
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and simple reassuring information regarding the emergency.

- select other passengers who may be able to translate.

4. The possible need to communicate by some other means such as

demonstration, by hand signals, calling attention to the location of
instructions, assembly stations, life saving devices of evacuation routes
when oral communication is impracticable
- be prominent, stand on a platform chair or table
- indicate the illuminated emergency signs and other instructions using
extended arm signals possibly holding a baton or a torch
- use a life jacket to demonstrate slowly the donning procedures.

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5. The language in which emergency announcement may be broadcast during

an emergency or drill to convey critical guidance to passengers and to
facilitate crew members in assisting passengers.
- identify personnel who can make bi-lingual or multilingual announcements
locally or on the public address system
- standardize expected announcements that could be used during an
emergency on written cards on the bridge
- ensure announcements made in different languages are identical or very
similar to the main language spoken aboard.
- Ensure that announcements that are made are fully understood by the crew
especially those who are assisting passengers
- Ask crew members during drills to explain the announcement and detail the

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action taken after it has been made.

Public Address System

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When a public address system or portable loud hailer is provided such means
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should be used to inform the passengers of the action they should take in the event

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of an emergency which could lead to the ship being abandoned.
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This information should be given either prior to or immediately on leaving the

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berth.
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The speakers in the public address system must be such that broadcasts will be

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audible in all public spaces, including open decks, to which passengers have
access.
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A public address system should be powered from the main source of electrical
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power and from an alternative source of electrical power situated in a location

remote from the main source.
Where a public address system or loud hailer is not provided the emergency
information should be given by portable loud hailer.

Marking of Exits and Emergency Escapes

1 All doors leading from passenger spaces to open decks and all emergency
escapes must be clearly marked with a sign using the word “EXIT” or the words
“EMERGENCY ESCAPE DOOR/WINDOW” as appropriate. These signs should
be legible at all times by means of the main or artificial lighting. In ro-ro passenger
ships of Classes III to VI(A) the signs should be legible under supplementary
lighting conditions.
2 Where possible the sign should be located over the door, window or escape.
Where a door is not readily visible from within the space it serves a further sign
should be provided to indicate the direction in which the door lies.

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Signs should not be on doors except in cases where a door is never in the open
position when the ship is in service.
Signs should be composed of white or light coloured letters on a green background
and on ships not provided with supplementary emergency lighting the signs should
be made of a photoluminescent material

Passenger Emergency Instructions Notices

Such notices are required to be displayed in each passenger compartment. The
number to be displayed will depend on the layout of the compartments and the
service the ship is engaged in (see paragraph 3.1). On some services it may also be
appropriate to provide notices in terminals or waiting rooms. The information
provided in a notice should include:

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1 the method to be used to inform passengers that an emergency has occurred;
2 the action they will be required to take;
3 and how to use the life-saving equipment; and
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4 how to don a lifejacket where lifejackets are carried.
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2 Lifejacket donning information may be given separately and on ships with a
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small crew donning information should be provided in the form of posters located
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at the lifejacket stowage positions. Where lifejackets are stowed beneath the seats
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donning information should be provided on the backs of the seats.

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Passenger Emergency Instructions Announcement

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1 The announcement required to be made at the commencement of each voyage
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should contain as a minimum:

1.1 the method to be used to inform passengers that an emergency has occurred;
1.2 the type of life-saving appliances on board;
1.3 action to take in event of an emergency;
1.4 how to use the life-saving appliances.

2 Announcements should be made in a clear and simple manner bearing in mind

that in some services a significant number of foreign tourists may be carried on
occasions.
Announcements should be brief compatible with the need to convey sufficient
information to assist all concerned in the event of an emergency leading to
abandonment.
Announcements should be prefaced by a special signal followed by a request for
everyone’s attention. It should be ensured that no other announcement or music is
allowed to be broadcast while the passenger emergency instructions announcement
is being made.

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. The need for crew members to be readily recognisable in an emergency is

important and consideration should be given to the provision of some
distinguishing clothing, headwear, distinctive marking on lifejackets, loose covers
worn over clothing or lifejackets, armbands, etc. Operators should also keep in
mind the problems associated with disco and party cruises where an excessive
consumption of alcohol may affect the ability of some of the passengers to help
themselves in the event of a serious emergency occurring.

3 In-water support equipment, i.e. lifebuoys and buoyant apparatus, should be

conspicuous and care taken that the primary function of buoyant apparatus is
clearly apparent, i.e. that its use as lifesaving equipment is as apparent as or more

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apparent than its use as seating. Where lifejackets are carried, lifejacket lockers
should be conspicuously marked. o .co
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EXAMPLES OF EMERGENCY INSTRUCTIONS FOR PASSENGERS

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Please Read and Take Careful Note of the Contents of This Notice
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“In the event of an emergency you will be informed over the public address

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system*/by means of a signal on the ship’s whistle*/by sounding of the
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alarm bells*/by the person in charge*. The signal on the whistle and/or the
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alarm bells will be;

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Seven or more short blasts followed by one prolonged blast.

Suggested instructions to passengers in case of an emergency.
Remain calm and follow instructions.
This is your master speaking
In the event of the ship having to be abandoned you will be instructed by me r to
leave the compartment in which you are located using the nearest accessible exit
which is clearly marked.
Collect any important life saving medicines you are supposed to take from your
cabin.
Follow the emergency lighting to go to your assembly station marked on your
ticket.
If in doubt clarify from trained crew posted in each passage way wearing red
arm band.
At the assembly station hand over your room key to the officer in charge
(Wearing Uniform) and collect and wear your life jacket.

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Our crew and officers are confident the emergency will be over and normal
lights will be restored in one hour’s time and you have no reason to panic.
We have informed the nearest coast station of the emergency and they are also
stand by with all assistances.
Next situation report will be in 30 minutes time.
In a passenger ship, safety of passengers is of paramount importance and cannot be
compromised under any circumstances.Cruise ship standards are more stringent
today than ever before and are reviewed and revised after every disaster or near-
disaster. And like aviation laws, they are uniform worldwide. Passenger ship
disasters at sea often prompt a re-examination of IMO regulations However,
although the International Maritime Organization in London sets legislation, it is
left to the IMO’s 157 member governments to implement them. But some lack the

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expertise and resources to do this effectively. Crew should ensure safety of
passengers are given paramount importance and not compromised under any
circumstances.
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