21.
Drug and alcohol policy
Drug
And Alcohol Abuse Directly Affects Fitness And Ability Of A Seafarer To Perform
Watch-Keeping Duties. Sea-Farers Found To Be Under The Influence Of Drugs
Or Alcohol Until They Are Not In Proper Condition And State Of Mind To Perform
Their Duties, Should Not Be Allowed To Take In A Watch Duty At Sea / Port
/ Anchor. The Administration Should Consider Developing National Legislation
Prescribing A Maximum Of 0.04% Blood Alcohol Level (Bac) During Watch Keeping
Duty As A Maximum Standard On Their Ships. Prohibiting The Consumption Of
Alcohol Within 4 Hours Prior To Taking Over Cargo Watch.
The
Administration Should Ensure That Adequate Measures Are Taken To Prevent Alcohols
& Drugs From Impairing The Ability Of Watch Keeping Personnel And Should
Establish Screening Programs, Which Identify Drug & Alcohol Abuse.
Respect The Dignity Privacy Of An Individual Incase He Fails The Test And Take Into Relevant
International Guidelines, It Should Be Brought To The Notice Of All Individuals That 2 Units Of Alcohol In An Hour Will Result In Bac Of 0.04%. Alcohol Metabolizes Out Of The Body At An Average Rate Of 1 Unit Of Alcohol Per Hour.
There Should Be No Alcohol In Your Blood When You Report
On Duty.
22.
Notes on E.C.D.I.S.
An Ecdis Is An Unified Navigational Information Which Presents On An Updated Chart Background, The Updated Route, Present Position And Past Track, Interfacing With Equipment Like Radar, Arpa And Gps To Improve Safe Navigation Through The Clear Display Of The Situation In The Vicinity Of The Ship.
Raster:
1) Direct Copies Of Existing Paper Charts.
2) Same Symbols And Colour As Paper Charts.
3) As Accurate And Reliable As A Paper Chart.
4) Cheaper And Simpler To Produce.
5) Officialy Produced Raster Chart Widely Available Eg. Arcs.
6) Standard Navigational Tasks Possible.
7) Many Ecdis Functions Possible.
Disadvantages:
1) Display Cannot Be Customised.
2) Clutter Is A Problem As Information Cannot Be Selectively Displayed.
3) Alarm For Depth And Dangers Not Possible.
4) Cannot Be Integrated For Information.
5) Cannot Be Rotated.
Vector:
1) Information Is Layered And Displayed Selectively.
2) Customisation Possible.
3) Safety Depth, Contours, Warnings Possible.
4) Chart Ed Objects Can Be Integrated For Further Information.
5) Display Regeneration Faster.
6) Rotation At Any Angle Possible.
Disadvantage:
1) Costlier Production.
2) Charts For Many Sea Areas Not Possible For Many Years Due To This.
3) Additional Training Required.
4) More Difficult To Ensure Quality And Integrity Of Data.
23.
Emergency generator
·
This Is A Most
Important Auxillary Unit. It Is For Use Under Conditions Of Emergency When The
Main Generators Are Out Of Action, To Supply Electrical Energy For Essential
Emergency Services.
·
These Include
Navigation Lights, Emergency Lighting, Communications, Emergency Bilge And Fire
Pumps And Operation Of Watertight Doors.
·
The Prime Mover
Driving The Generator Is A Completely Independent Self-Contained
Compression-Ignition Internal Combustion Engine With Its Own Source Of Fuel
Supply, The Fuel Being Good Quality Light Diesel Oil Which Makes Starting Esy
In Cold Conditions.
·
Prior To Starting,
The Cooling And Lubricating Systems Are Checked. The Method Of Starting Depends
To A Large Extent On The Size Of The Engine.
·
For Large Units The
Engine Is Started By Compressed Air In A Similar Manner To The Main Engine, The
Air Being Stored In Separate Air Bottles.
·
Usually The Turning
Of The Handwheel Opens The Starting Air To The Engine Which Runs The Engine
Quickly Upto Working Speed, Turning The Same Handwheel Further Cuts The
Starting Air Off And The Fuel System On.
·
Medium And Small
Systems Use Hand Cranking Or Using Hydraulic Starter.
·
Starting Cartridge
May Be Fitted Into Holders In The Combustion Space To Provide Hot Spots And
Hense Assisting The Initial Firing.
·
Many Small Sized
Engines Are Started By Electric Motors In A Similar Manner To The Starting
Mechanism Of The Motor Car Engine Except That The Battery Supply Is More Often
24 Volts.
·
A Trickle Charger
Keeps Fully Charge The Batteries.
·
Situated In The
Same Compartment As The Emergency Generator. Is The Switchboard Which Is
Connected To The Emergency Services Mentioned Above, And To The Main
Switchboard In The Engineroom.
·
When Emergency
Power Is Required To Be Transferred From The Main Generating System To The
Emergency Generating System, The Voltage Is Adjusted To The Desired Value,
Emergency Circuit Breaker Closed And The Breaker From The Main System Opened.
·
In The Event Of
Main Electrical Power Failure In The Modern System The Emergency Generator Is
Designed To Start Automatically And Give Emergnecy Power Without Human
Intervention.
·
All Emergency
Genrators Must Be Tested Frequently And Regularly By Strarting, Running And
Switching Over The Emergency Circuit From The Main Supply To The Emergency
Supply.
·
The Whole System
Must Be Mantained In Perfect Running Order And Always In Complete Starting
Readiness, For Eg. Fuel Supply Tanks Full; Air At The Correct Pressure In The
Starting Air Bottle, Or Fully Charged Batteries.
24.
Almanac Year 1989:
This Almanac May Be Used For The Sun And Stars For The Following Year In The Following Manner.
· Take Out The Gha And Declination For The Same Date But For A Time 5 Hours 48 Minutes Earlier Than The Uti Of The Observation;
· Add 87 Degrees To The Gha So Obtained.
· The Error, Mainly Due To Planetary Perturbations Of The Earth Is Unlikely To Exceed 0.4. Minutes.
· Calculate The Gha And Declination For The Same Date And The Same Time, But Substract 15.1 Minutes From The Gha So Found.
· The Error Due To Incomplete Correction For Precession And Nutation Is Unlikely To Exceed 0.4 Minutes.
· If Preferred The Same Result Can Be Obtained By Using A Time 5 Hours 48 Minutes Earlier Or 18 Hours 12 Minutes Later, Than The Uti Of The Observation (As For The Sun) And Adding 86 Degrees 59.2 Minutes To The Gha (Or Adding 87 Degrees As For The Sun) And Substracting 0.8 Minutes For Precession From The Sha Of The Star.
25.
home Enclosed space entry permit.
Pf1
First Copy For Display At Work Area
Second Copy For Ships Record
Mt: ____________________ Reference Number :
____________
This Permit Relates To Entry Into Any Enclosed Space As Described In The I. S. G. O. T. T.
· General
This Section To Be Completed By The Master
This Permit Is Valid From ................................. Hrs Date............................ (See Note 1)
To
.. Hrs Date
..
Location / Name Of Enclosed Space
...........................................................................................
Description Of The Work : ................................................................................................................
Responsible Officer :
Team Leader Entering The Space:
16 Section 1 Pre-Entry Preparations This
Section To Be Completed By Responsible Officer
17 Has The Space Been Segregated By Blanking Off Or Isolating All Connecting Pipelines? Yes No N.A.
· Have Valves On All Pipelines Serving The Space Been
Secured To Prevent Their Accidental Opening? Yes No N.A.
· Has The Space Been Cleaned ? Yes No N.A.
· Pre-Entry Atmosphere Tests : (See Note 2) Yes
Readings Oxygen
.......................... % Vol. (21%)
Hydrocarbon
................... % Lfl (Less Than 1%)
Toxic
Gases .................... Ppm (Specify
Gas & Pel) (See
Note 3)
· Have Arrangements Been Made For Frequent Atmosphere
Checks To Be Made While The Space Is Occupied And After Work Breaks?
· Have Arrangements Been Made For The Space To Be
Continuously Ventilated Throughout The Period Of
Occupations And During Work Breaks ?
· Is Adequate Illumination Provided?
· Is Rescue And Resuscitation Equipment Available For
Immediate Use By The Entrance To The Space ?
· Has A Responsible Person Been Designated To Stand By The Entrance To The Space?
· Has The Officer Of The Watch (Bridge, Engine Room,
Cargo Control Room) Been Advised Of The Planned Entry ?
· Has A System Of Communication Between The Person At
The Entrance And Those Entering The Space Been Agreed Upon
And Tested?
· Are Emergency And Evacuation Procedures Established And Understood ?
· Is There A System For Recording Who Is In The Space?
· Is All Equipment Used Of An Approved Type?
· Section 2
Pre - Entry Checks
This Section To Be Completed Jointly By Responsible Officer And By The Team Leader Of The Team Entering The Space
· Section 1 Of This Permit Has Been Completed Fully.
· I Am Aware That The Space Must Be Vacated Immediately
In The Event Of Ventilation Failure Or If Atmosphere Tests
Change From Agreed Safe Criteria.
· I Have Agreed The Communication Procedures.
· I Have Agreed Upon A Reporting Interval Of ........ Minutes.
· Emergency And Evacuation Procedures Have Been Agreed And Are Understood.
Date/Time _____________________Responsible Officer Signature :___________________
18 Section 3 Authorization In The Circumstances Noted, It Is Considered Safe To Proceed
Date/Time ______________________Master Signature : ____________________________
·Section 4
Cancellation
The Work Has Been Completed And All Persons Are Out From The Enclosed Space.
Date/Time ______________Responsible Officer Signature :__________________________
Masters Signature : ______________________
This Permit Is
Rendered Invalid Should Ventilation Of The Space Stop Or If Any Of The
Conditions Noted In The Check List Change
Notes :
1. The Entry Permit Should Contain A Clear Indication As To Its
Maximum Period Of Validity
Which, In Any Event, Should Not Exceed A Normal Working Day.
2. In Order To Obtain A Representative Cross-Section Of The Compartments Atmosphere, Samples Should Be Taken From Several Depths And Through As Many Openings As Possible. Ventilation Should Be Stopped For About 10 Minutes Before The Pre-Entry Atmosphere Tests Are Taken ( See I. S. G. O. T. T. ).
3. Tests For Specific Toxic Contaminants, Such As Benzene And Hydrogen Sulphide, Should Be Undertaken Depending On The Nature Of The Previous Contents Of The Space.
26.
· Terminals Require The Provision Of So-Called Fire-Wires Or Towing-Off Wires. These Are Mooring Wires Hung Over The Off-Berth Side Of The Ship. They Enable Tugs To Pull The Ship Away From The Pier Without The Assistance Of Any On Board Crew Member In Case Of A Serious Fire Or Explosion. Refer Also To Referance 6 (Isgott, 4th Edition, 1996) Chapter 3.7.2
· A Common Method Is To Provide Two Wires, One Near The Bow And One Near The Stern. They Are Secured To Bollards With A Minimum Of Five Turns And Are Oed Directly To A Ships Chock With No Slack On Deck.
· The Outoard End Of The Line Is Provided With An Eye To Which A Heaving Line Is Attached And Led Back To The Deck.
· During Loading And Discharge, The Heaving Line Is Periodically Adjusted To Maintain The Eye Of The Fire Wire One To Two Metres Above The Water. Some Terminals Require Different Methods And Operators Should Be Aware Of Local Regulations.
· When Not In Use, The Fire Wires Are Preferably Spooled Onto Reels Which May Be Located On Or Below Deck.
· Fire Wires Should Be Of 6*36 Iwrc Construction And Be Made Of The Same Type Of Steel As Recommended For Standard Mooring Wires The Use Of Synthetic Or Natural Fiber Ropes Is Not Permitted As These Would Burn In The Event Of A Fire.
· The Following Table Gives Guidance On Minimum Diametres And Lengths For Various Ship Sizes, However, Lengths May Vary Dependant On Positioning Of Mooring Bitts And Vessels Freeboard.
·
|
K-Dwt |
Diametre |
Length(Mts) |
|
20-100 |
28 |
45 |
|
100-300 |
38 |
60 |
|
Over 300 |
42 |
70 |
27.
<BOLD>· Prevention Is Better
Than Rescue.</BOLD> Use Safe Work Practices To Avoid Exposure.
· Avoid Delays In The Rescue. Response Must Be Immediate If A Worker Is
Overcome. The Buddy System Is The Best Way To Ensure That A Rescue Is Started
Immediately. When A Worker Is In Trouble, Their Buddy Should Know It And
Initiate The Seven Step Initial Response Strategy As Taught In The H2s Alive Course. Head Counts And
Meeting Areas Are Only A Back-Up To The Buddy System.
19 The Safety Of The Rescuers Is The Prime Consideration In An H2s Emergency. The Rescue Must Not Be Done Unless The Gas Is Absolutely, For Sure, Gone Or Rescuers Are Protected By Breathing Apparatus. The Fire Hazard Associated With A Gas Leak Should Also Be Considered And Rescue Should Be Delayed If Sources Of Ignition Are Immediately Downwind Of The Leak.
20 Remove The Victim From The Gas Or Stop The Leak And Allow The Gas To Blow Away, Or Both. Be Absolutely Sure That The Gas Will Not Reach The Area Where First Aid Is Being Done. When In Doubt, Move Farther Upwind From The Source Of The Gas.
21 If Breathing Has Stopped And Has Not Resumed Spontaneously, Some Form Of Artificial Respiration Is Required. The Sooner This Can Be Initiated Following Respiratory Arrest, The More Likely The Victim Is To Survive Without Permanent Damage. Resuscitators And Masks Can Be A Hazard If Rescue Is Delayed Because They Divert The Rescuers Attention To Equipment And Technique, Possibly Causing Further Delays.
22 Mouth To Mouth Artificial Respiration Is, By Far, The Best Treatment For A Non Breathing Victim Of H2s. There Are Three Big Advantages To Mouth To Mouth:
1. No Chance For Mistakes - It Is Absolutely Obvious If We Are Doing It Correctly. We Can Feel The Air Go In And Feel It Come Back Out Against Our Cheek.
2. Faster Recovery - H2s Interferes With The Way That Nerve Cells Use Oxygen To Produce Signals. When The Nerves Of The Respiratory System Are Not Sending Sufficient Signals, Breathing Stops. The Extra Carbon Dioxide In Our Breath When We Are Doing Mouth To Mouth Seems To Stimulate The Remaining Nerve Cells So That Spontaneous Breathing Returns More Quickly.
3. Avoids Aspiration Of Vomit - Some Victims Experience Nausea And Vomiting After Exposure To H2s. This Will Not Occur Until Consciousness Returns. Consciousness Normally Doesnt Return Until After Spontaneous Breathing Returns. A Rescuer Doing Mouth To Mouth Will Be Aware Of The Return Of Breathing And Can Place The Victim In The Recovery Position.
23 The Position The Rescuer Takes While Doing Mouth To Mouth (Kneeling Beside The Victims Head) Is Also Advantageous. There Have Been Reports Of Convulsions Being A Symptom Of H2s Poisoning And The Rescuer Can Easily Avoid Being Struck. The Victim Will Be Confused And Frightened When He Regains Consciousness And The Face To Face Position Allows The Best Communication. This Position Also Allows The Victim To Be Turned Easily At The First Sign Of Vomiting.
24 Rescue And Resuscitation Should Be Done Calmly, Quietly And Gently. There Are Reports Of After Effects Of H2s Poisoning Such As Short Term Memory Loss And Facial Paralysis. These Effects Could Be From Rough Handling.
25 After The Victim Is Breathing Normally, Let Them Rest Quietly. Use Blankets To Reduce Shock. There Is No Need To Rush Them To A Hospital. The Emergency Is Over Once Breathing Has Been Restored.
26 Once The Victim Has Recovered Enough That He Is Sitting Up And Conversing Normally, The Symptoms Of The Acid Gas Effects Of H2s Exposure Can Be Treated. Eyewash And Dark Glasses For The Sore Eyes, A Soothing Drink Such As Water Or Milk For The Sore Throat.
27 When The Victim Feels Up To It He Can Change His Clothes, Wash Up, Gather His Belongings Such As His Wallet And Glasses. Then He Should Be Taken To Medical Aid. A Person Who Has Lost Consciousness From H2s Exposure Must Be Seen By A Doctor Because Of The Chance Of Pulmonary Edema. They Must Not Drive Themselves Because Their Coordination Has Probably Been Affected. They Must Not Return To Work, Not Only Because Of Their Coordination But Also Because There Are Reports Of Severe Permanent Effects On People That Are Gassed Twice In The Same Day.
28.
a) Anchor Fouled By Under Water Obstruction.
· Vessel Is Moved Ahead Under Engines, Veering Cables Until It Grows Well Astern.
· When The Vessel Is Brought Upto With The Cable Growing Astern, And The Cable Is Taut, Then Work The Engines Ahead Slowly And See If The Cable Breaks Out Slowly.
· In Case It Doesnot Break Out Then Steer The Vessel Slowly In An Arc Towards The Anchor And Try To Rotate The Anchor And Break It Out By Constant Movement.
· If Still Unsuccessful Then Try The Above Procedures Using Astern Movements.
· If Still Not Successful Then Rig Up An Anchor Buoy And Slip Cable For Later Recovery.
b) Anchor Fouled With Wire Cable Etc.
· Anchor And Fouling To Be Hove Well Up Into The Hawse Pipe.
· Use A Fiber Rope And Pass It Round The Obstruction And Heave Both Ends Taut And Make Fast On The Forecastle Deck Near Maximum Flare.
· Walk Back Anchor Clears Of Obstruction.
· Heave The Anchor Into The Hawse Pipe.
· The Obstruction Which Is Now Clear Of The Anchor Can Be Released By Slipping The Fiber Rope.
c) Foul Hawse:
· Gear Necessary For This Operation Shoud Be Made Ready For Slack Water.
· It Will Include Atleast Three 20 / 25 Mm Wires, Lashing Wires Or Ropes, Boatswains Chair And Equipment Necessary For Breaking A Cable To A New Stream Thus Giving About 6 Hours Of Freedom.
· The Hawse Is Clear By Unshackling The Sleeping Cable And Passing The End Round The Riding Cable.
1) Heave On Both Cables To Bring The Foul Turns Above Water And Lash Both Cables Together Below The Turns With A Natural Fibre Lashing.
2) This Lashing Will Prevent The Turns From Working Themselves Further Down The Cables.
3) Pass A Wire Preventer (25mm Wire) Around The Sleeping Cable Down From The Turns This Will Reduce The Weight On The Turns And Serve To Secure The Sleeping Cable Should The End Be Lost.
4) Walk Back On The Sleeping Cable To Bring The Next Joining Shackle Convienently Forward Of The Windlass.
5) Rig A Temporary Easing Wire (25mm Wire) At A Point Forward Of The Joining Shackle So That It Can Take The Weight Of The Sleeping Cable When The Joining Shackle Is Broken.
6) Run A Wire Rope Messanger (25mm Wire) From The Windlass Drum To Outside. Take Half A Turn About The Riding Cable In The Direction Opposite To The Foul Turns In The Cable With This Messanger.
7) Pass The End Of The Messanger Up Through The Hawse Pipe Of The Sleeping Cable And Secure It To The End Of The Sleeping Cable.
8) Heave Away On The Messanger And Simultaneously Ease Away On The Easing Wire, Heaving The End Of The Sleeping Cable Up Towards The Fairlead Thus Removing A Half Turn From The Fouled Cables.
9) Follow The Same Procedure To Remove The Remaining Turns.
10) When We Get A Clear Hawse, Haul In The End Of The Sleeping Cable And Rejoin It.
11) The Preventer Wire Should Be Slipped And Cleared, Lashing Should Be Cut Or Burnt Away. Heave Away On Both Cables Picking Up On Any Slack.
29.
In Gmdss System The World Is Divided Into Four Sea Areas.:
Within The Radio Telephone Coverage Area Of A Vhf Coast Station Which Has Continous Dsc Altering Avaliable.
Excluding Area1 But Within The Mf Radio Telephone Coverage Area Of A Coast Station Which Has Continous Dsc Altering Avaliable.
Excluding Area A1 &A2 &Within The Coverage Of The Inmarsat Geostationary Satellites I.E. 70degrees North To 70 Degrees South.
Areas Outside A1 ,A2 ,A3.This Is Essentially The Regions North Or South Of The 70 Degrees Lines Of Latitude (Polar Regions).
Equipment Sea Area :A1 A2 A3 A4
Vhf With Dsc _
_ _ _
Sart (2)
_ _ _ _
Navtex
A A A A
Egc Reciever B B B B
As Stated Above, These Are Quoted On The License.The More Commonly Used Types Of Emission Are Listed Below.
A1a
- A2a H2a:> Morse Code
Transmissions.(Not In Use).
F1b -J2b :Radio Telex Trasmissions.
H3e :Single Upper
Sideband Full Carrier Telephony-
2182 For
Distress Only.Single Upper Sideband
Contianing
The Signal Intelligence Plus
A Carrier
Frequency Of Maximum Power
Amplitude.Bandwith 3khz.
R3e :Single Upper
Sideband Plus A Carrier Frequecy
Of Reduced Amplitude.
J3e :Single Upper
Sideband Suppressed Carrier
(Telephony-Mf/Hf Working)Power Will
Be
Restricted
From The Trasmitter When The
Sideband
Is Present.(Bandwidth2.35 Khz)
F3e
G3e :Frequency-Phase Modulation On Vhf R/T
Frequency
Of The Carrier In Accordance
With
The Characteristics Of The Modulating
Signal.
Sat C System Has A Capablity Known As Enhanced Group Calling Which Enables Information Providers To Send Messages For Selective Reception By Egc Recievers Located In The Four Ocean Regions.
The Information Provider Determines Which Receivers Are To Receive The Message By Including Identifying Information Such As The Nav Area, Met. Area And Geographical Areas For Which The Msi Is Intended Along With The Message Individual Receivers Can Be Programed To Use This Information To Select Only The Required Messages And To Delete All The Others.
Egc Receiver Operator To Program The Receiver With The Geographical Areas For Which The Msi Shall Be Received.
Authorised Information Providers Include Hydrographers Offices, Met Office, Rcc Etc.
1) Safety Net: For Maritime Safety Information.
2) Fleet Net: For The Transmission Of Commercial Information (Allows Registered Information Providers To
Broadcast Messages To Selected Groups Of Ses.)
Egc Messages Can Be Addressed To Ships In
A Particular Area Or To A Selected
Group Of Ships Eg. Broadcast News Service. It Is Important Therefore That
Position Information Is Supplied To Egc. Receiver Either Manually Or Through An
Interface,Automatically.
The Manual Position Input Shall Have Five
Co-Ordinates Needed To Complete An Enclosed Area. Eg. If A Square Has Four
Corners Named A,B,C,&D With Particular Co-Ordinates Then We Need To Come
Back To A Again To Complete An Enclosed Area For Reception. Egc Is
Particularly Useful For The Reception Of Messages When The Vessel Is Out Of
Range Of The Navtex Station Or The Region Doesnt Have Navtex Facilities Eg.
Australia.
Basically There Are Three Types Of Epirbs For General Use Commonly Found On Ships:
1) Cospas-Sarsat Epirb.
2) Inmarsat-E Epirb.
3) Vhf Dsc Epirb (Ch 70 Dsc).
I) Cospas-Sarsat Epirb: The System Uses Several Satellites At A Low Earth Orbit Of 850-1000 Kms,Each Of The Satellites Making A Complete Orbit Of The Earth In About 100 Minutes.
The Satellites Are Designed To Receive On 121.5 And 406.025mhz
It Employs Dopler Shift Principles Using The Relative Motion Between The Satellite And An Activated Beacon To Calculate The Location Of The Beacon.Once The Beacon Signal Has Been Received It Is Relayed By The Satelli8te To A Specialised Ground Station Called The Local User Terminal (L U T ), And Thence To M.C.C. And M.R.C.C.
Modes Of Operation: There Are Two Modes Of Detection Of The Beacon By The System.
1) Real Time Mode: In This Type Of Mode A Repeater On Board The Satellite Relays The Epirb Signal Directly To The Ground Where It Is To Be Received And Processed By The L.U.T.
For This Mode The Lut And The Epirb Have To Be In The Footprint Of The Satellite.
2) Global Coverage Mode: The Satellite Stores The Signals Activated From The 406 Mhz Epirb, Sa The Satellites Path/Footprint Brings It In View Of A Lut. Information Including Beacon I.D. Frequency Of Detection And Time Of Detection Is Continuously Relayed Down To The L.U.T. Which After Computing The Position Of The Beacon Shall Relay The Same To The Rcc/Mrcc.
This Mode Is Only For The 406 Mhz Epirb.
Every 406 Mhz Epirb Has A Unique Identity Code Which Is A Part Of The Signal, This Code Could Be A Call-Sign,Serial Number Or A Mmsi Number. This Code Is Programmed By The Supplier Before It Is Installed On The Vessel.
It
Is Imperative That The Epirb Is Registered With The Relevant Authorities In The
Flag State So That Information Can Be Readily Available To The Authorities
During A Cricis.
1) The Epirb Shall Be Placed In An Easily Accessible Position Like The Bridge-Wing Or The Compass Deck.
2) Be Capable Of Manual Release And Also Be Capable Of Being Carried To The Survival Craft By A Single Person.
3) Be Capable Of Being Floating Free From A Sinking Vessel If It Is Fitted With A H.R.U.
4) Be Capable Of Being Activated Manually.
It
Is A Small Self Containded Battery Operated Radio Trasmiter (Operation Eye 48
Hrs)Which Is Both Water Fight & Buoyant Operations Differ Between Model .
However All Beacons Operate Between The Following:
Off/Safe: The Beacon Is Switched Off& Will Not Transmit.
Armed /Auto: The Beacon Will Auto Matically Switch On When It Is To Be Released From The Float Free Bracket (Armed Type) Or Will Activate When Itr Gets In Contact With Contact With Water As There Are Two Mettalic Contacts On The Bottom(Auto).
On : The Beacon Will Automatically Switch On And Transmit (Manual Mode.)
Test: Activates A Built In Test Routine.
The Purpose Of Epirb To Determine The Position Or The Survivors/ Distress Vessel During Sar Operationsand As Asecondary Means Of Altering. It Indicates That One Or More Persons Are In Distress May No Longer Be On Board A Ship Or Aircraft And That Receiving Facilities May Not Be Avaiiable.
2)Inmarst Eepirb
Or Lband Epirb:
It Utilises The Geo Stationary Satellite System. The Transmission Is Made Alternately Im Frequency Ranges From 1644.3mhz &1644.5mhz&1645.5 00 -1646.5hz In Order To Be Received From Both The First &The Following Generations Of Inmarsat Satellites.
Upon Activation The Epirb Trasmits A Distress Altert Containing The Ships Station Identity, Position Information Either Gps Or Manual &Additional Information (Nature Of Distress).They Cannot Be Used In Area A4. It Has A Inbuilt Gps.
3)Vhf Dsc Epirb:
All Vhf Dsc Epirbs Will Have An Inbuilt Sart So That It Can Reveal Its Position To The Vessels In The Area Where The Epirb Is Activated.
# When The Vhf Dsc Epirb Is Activated On The Dsc It Will Only Show Nature Of Distress As Undesignated And Further Epirb Emission Shall Appear
G.M.D.S.S. Frequencies.
I: Distress
.. Urgency
.. Safety.
D.S.C. R.T. Telex.
2187.5
Khz 2182 2174.5
4207.5
Khz 4125 4177.5
6312 Khz 6215 6268
8414.5
Khz 8291 8376.5
12577 Khz 12290 12520
16804.5
Khz 16420 16695
Ch
70 (156.525 Mghz) Ch 16 (156.800)
Ii:
N A V T E X.
518 Khz
English
4209.5 Tropical Zones.
490 Local Languages.
Iii: Maritime Safety Information (Telex).
1) 4210 Khz.
2) 6314
3) 8416.5
4) 12579
5) 16806.5
6) 19680.5
7) 22376
8) 26100.5
D.S.C. Routine Calling.
ShipShore 2189.5 Khz (Or National)
Ship-Ship 2177 Khz
Shore-Ship 2177 Khz (Or
National)
V: On Scene Communications.
2182 Khz 5680
Khz*
3023 * Vhf Ch 06 *
4125 * Vhf Ch 16
· Stands For Ship Aircraft Operations.
Primary Inter Ship Frequency Is Ch 06
Channel 16 May Be Used By Aircraft Stations For Safety Purposes Only.
Vi: On Board Communications.
Vhf Ch 17 (156.850 Mhz)
Vhf Ch 15 (156.750mhz)
Vii: E
P I R B S.
121.5 Mhz And 406 Mhz Cospas-Sarsat
L-Band Or 1.6 Ghz Inmarsat-E Epirb.
Vhf Ch 70 Vhf
(243 Mhz) Personal Locator
Beacon.
Viii:
Inter Ship Safety
Navigation.
Vhf Ch 13 (156.650 Mhz)
Ix:
Primary Inter Ship
Vhf Frequency.
Vhf Ch 06 (156.300 Mhz)
X: S A R T S.
9 Ghz Radar , 3 Cm (X-Band)
G.M.D.S.S: N A V T E X.
Navtex Is An Automatic Direct Printing Service For S.A.R., Navigational/Meteorological Warnings And Urgent Information To Ships.
It Is Afine Tuned And Fully Automatic Receiver Incorporating An Audible Alarm For Priority Message Mode.
The Mode Of Transmission Is F1b Or Telex (N.B.D.P.Narrow Band Direct Printing)
The Frequency Used Primarily Is Additionaly 4209.5 Khz Is Used In Tropical Regions Where There Is A High Degree Of Interferance Due To Static.
The Receiver Can Also Use 490 Khz For The Receipt Of Messages In Local Languages After The Full Implimentation Of Gmdss.
The Unit Consists Of A Printer, Display And Microprocessor.
The Processor Unit Allows The Foll:
1) To Receive Information From Selected Stations.
2) To Receive Certain Types Of Information Only.
3) Prevent Printing Of The Message Again.
4) Store Received Messages.
5) To Prevent Printing If Message Is Not Of Sufficient Strength Or Signal Not Good Enough.
All Navtex Messages Are Prefixed By A 4 Character Group.
1) The First Character Denotes The Transmitting Station.
2) Second Denotes Message Category.
3) Third And Fourth Are Serial Numbers For The Message Received In 4 H2ours.
4) The Serial No. 00 Denotes Urgent Traffic And Cannot Be Deleted.
The World Is Divided Into 16 Navareas Each Having Transmiting Stations From Alpha To Zulu, The Geographical Boundary Of Each Navarea And Its Station Is Given In Alrs Vol 3 / 5.
Message Types A,B,D,L Cannot Be Rejected.
A = Nav Warnings.
B = Gale Warnings.
D = Distress Alerting + Sar. Information.
L = Nav. Warnings To Suppliment Message Type A.
The Receipt Of Each Message Is Indicated By A Audio And Visual Alarm.
Eg, Zczc Ga23 Zczc Is The Start Of Message, G Is The Identification Of The Transmitter,A Is The Type Of Message, 23 Denotes The Number Of Message.
28 For A Navtex Reciever If Login Accept Is Carried The Foll. Actions Will Be Carried Out By The Reciever.
1) Prints Header Code Of Messages Already Received,
2) Will Print Header Code Of Rejected Messages,Ie. Transmitter Not Selected Or Message Type Not Selected.
3) Will Print Information Of Corrupted Header.
4) Will Give Information Of Corrupted Message.
5) Will Print Messages Of An Error Rate Of Less Than 33%.
1) Will Print None Of The Above.
2) Will Print Messages Without Any Error.
S.A.R.T.S. Search And Rescue Transponders.
The Purpose Of The Sart Is To Indicate The Position Of Persons Or Vessels In Distress. They Operate On 9 Ghz(3 Cm X-Band Radar)
And Only Transmit When Interrogated By The Sar Vehicles Radar When Within 5 Nautical Miles.
The Transmission Produces A Distinct Line On The Radar Of About 12 Blips Extending Out From The Sarts Position Along Its Line Of Bearing. The Interval Between Each Blip Is 0.6 Miles.
At 1 Nautical Mile The Blips Shall Change To Wide Arcs And Become Complete Circles As The Sart Is Close To The Interrogated Sars Radar.The Blip Closest To The Sars Radar Is The Actual Location Of The Sart Vehicle.
Sarts Should Respond When Interrogated By A Mobile Units Radar With A Scanner Height Of 15 Mts At A Distance Of Atleast 5 Nautical Miles.
Also By A Compatible X-Band Radar Fitted To An Aircraft Operating At A Height Of 8000 Feet At A Distance Of 30 Miles.
An Audible Alarm Or A Small Light Is Incorporated Into The Device In Order To Draw The Attention Of The Persons In Distress That A Rescue Ship Or Aircraft Is Within Close Range.
The Battery Should Be Able To Operate For 96 Hours On The Stand-By Mode And For A Period Of 8 Hours On The Transmitting Mode.
Sarts Should Be Mounted As High As Possible. Imo. Recommends That The Sart Shoule Be Mounted 1 Mt. Above The Sea Level.
Sart Routine Tests And Mantainence.
Sarts Should Be Tested Once A Month To Obtain Proper Operation:
# Switch Sart To Test Mode.
# Check That The Visual Indicator Light
Operates.
# Check That The Audible Beeper Operates.
# Set The Sart To Transmit. Check If
Concentric Circles
Displayed On The Radar.
# Check The Battery Expiry Date.
Source: Gmdss Manual
It Is Used For Comunication Between Survival Craft And Rescue Craft.
The Equipment Typically Consists Of A Small Handheld Transceiver With An Integral Antenna.
The Foll. Are The Specifications Of The Said Equipment.
1) Provide Operation On Channel 16 And One And Any Other Channel.
2) Be Capable Of Operation By Unskilled Persons.
3) Be Capable Of Operation By A Person Wearing Gloves.
4) Single Handed Operation Except For Changing Channel.
5) Withstand A Drop From A Height Of 1 Mt.
6) Mantain Water Tightness To A Depth Of 1 Mt For 5 Mins.
7) Not Affected By Sea Water And Oil.
8) Should Be Light Weight, Small In Size And Not Having Any Sharp Projections.
9) Should Have A Primary Battery Ie. Non Rechargeable
And May In Addition Carry Rechargeables As Spares.
10) Be Of A Highly Visible Colour (International Orange Or Taxi Yellow) Or Have A Strip Of The Same.
11) Have The Capablity Of Being Attached To The Users Clothing.
Carriage Requirements:
# Gmdss Vessels Over 500 Grt 3 Portable Units.
# Gmdss Vessels 300-500 Grt 2 Portable Units.
30.
Pf 2
First Copy For Display At Work Area
Second Copy For Ships Record
M.T. _______________________ Reference Number : __________
This Permit To Work Relates To Any Work Involving Temperature Conditions Which Are Likely To Be Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapour Or Liquids In Or Adjacent To The Area Involved. Before Completing This Form, Refer To The Accompanying Guidance Notes, And To I.S.G.O.T.T.
· General
This Section To Be Completed By The Master
This Permit Is Valid From ....................................Hrs Date ...............................................
To .Hrs Date .
Location Of Hot Work .............................................................................. ......................................
.........................................................................................................................
..............................
Has An Enclosed Space Entry Permit Been Issued ? (Reference Nr. ..) Yes / No
Reason If No .................................................................................................................................
Description Of Hot Work ...................................................................................................................
..........................................................................................................................................................
Responsible Officer . .....................................................................................................
Hot Work Team Leader : ..............................................................................................
· Section 1
This Section To Be Completed Jointly By Responsible Officer And By Hot Work Team Leader
1.1 Has The Hot Work Area Been Checked With A Combustible Gas Indicator For Hydrocarbon Vapours ? Yes; No Time .........................
1.2 Has The Surrounding Area Been Made Safe ? Yes; No Time .........................
Date / Time _____________________ Responsible Officer Signature : _________________________
· Section 2
This Section To Be Completed By The Master
2.1 Has The Work Area Been Checked With Combustible Gas Indicator For Hydrocarbon
Vapours ? Yes; No Time .........................
2.2 Has The Equipment Or Pipeline Been Gas Freed ? Yes; No
Time .........................
2.3 Has The Equipment Or Pipeline Been Blanked ? Yes; No Time .........................
2.4 Is The Equipment Or Pipeline Free Of Liquid ? Yes; No Time .........................
2.5 Is The Equipment Isolated Electrically ? Yes; No Time .........................
2.6 Is The Surrounding Area Safe ? Yes; No
Time .........................
2.7 Is Additional Fire Protection Available ? Yes; No Time .........................
2.8 Special Condition / Precaution .
..
· Section 3
Authorization
In The Circumstances Noted It Is Considered Safe To Proceed With Hot Work.
Date / Time ________________________ Master Signature : _______________________________
· Section 4
The Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have Been Withdrawn.
Date / Time ________________________ Responsible Officer Signature : _____________________
Masters Signature : ______________________________
a) Starting / Finishing Time Must Not Exceed The Authorized Signatories / Responsible Officers Working Hours.
b) Specific Location Of Hot Work Should Be Given.
c) Description Of Hot Work To Include Type Of Equipment To Be Used.
Applies To All Hazardous Work Not Involving Naked Flame Or Continuous Spark Production, And Would Include Use Of Electrical Equipment, Use Of Air Driven Rotary Equipment, Sand Or Grit Blasting, Hammering And Mechanical Chipping And Movement Of Equipment Or Materials Over Or Near To Machinery That Is Operating.
Applies To All Hot Work Involving High Temperature, Open Flame, Electric Arc Or Continuous Source Of Sparks Etc. This Type Of Work Includes But Is Not Limited To Welding, Burning And Grinding.
Test For Combustible Gas Should Be Carried Out Immediately Before Commencement Of Hot Work And At Frequent Intervals As Long As The Work Is In Progress.