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Industry Circular No.

6

Amended September 2006

Government of the Isle of Man

Department of Trade and Industry

Notice to Surveyors, Shipowners, Managers and Classification Societies

Periodic In spection, Testing and Main tenance of Compressed Gas Cylinders, Fire

Extinguishers and Fixed Fire-fighting Systems.

This Industry Circular sets out the requirements for periodic servicing and testing of fireextinguishers, compressed gas cylinders and components of fixed fire-extinguishing systemson board Isle of Man registered vessels.

For ease of reference, a table of service and test periods has been set out in Appendix 1 tothis Circular.

1. Fire Extingui shers

Fire extinguisher includes portable and semi-portable units of all types.

Inspection

• all extinguishers should be examined annually by a competent person.

• each extinguisher should be marked clearly to indicate the date upon which it hasbeen examined.

Testing

•

the hydraulic test period for all types of portable fire extinguishers should beconducted at intervals not exceeding 10 years, unless the extinguisher is found tobe defective during an inspection.

• the hydraulic test period for semi portable fire extinguishers should be conductedas per the manufacturer’s guidelines.

• hydraulic testing must be carried out by an accredited service agent or test facility.

• all portable extinguishers should be discharged on a rotation basis at intervals notexceeding 5 years preferably during a training exercise with the competent personbeing present during the test.

• prior to recharging an extinguisher a thorough inspection and internal examination

must be carried out.

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• the test pressure and test date must be marked clearly on each extinguisher.Note: ‘hard-stamping’ is only acceptable for CO2 extinguishers and propellantbottles.

• test certificates or test records must be provided and retained on board forinspection.

Note: Propellant bottles for fire extinguishers (e.g. CO2 cartridges) with a capacity notexceeding 600ml, do not require hydraulic testing. The shelf life is 20 years although it isrecommended they are not refilled after 15 years. The cartridges should be inspectedannually and weight-checked. Any bottles showing signs of wastage, deterioration or weightloss in excess of 10% should be replaced.Propellant bottles in excess of 600ml for semi portable fire extinguishers should behydraulically tested every 10 years as stated in IMO Res A.951(23)

2. Cylinders for SCBA , Medical Oxygen and Compressed Air Cylinders forsurvival craft air systems.

SCBA cylinders includes compressed air cylinders for all breathing apparatus, escape sets andrescue equipment

Inspection

• all cylinders, high pressure fittings and hoses should be externally examinedannually by a competent person.

• medical oxygen has a limited shelf life of 3 years and should be landed ashore forre-charging at the expiry date.

• breathing apparatus air-recharging systems should be checked annually to ensurethe air quality is to a recognised national standard. (e.g. BS EN 12021, or USCGA

grade D or better.)

• SCBA cylinders should be used on a rotation basis in drills and should have theirair charge used or blown-off and re-filled as per the manufacturer’s guidelines.

Testing

• oxygen pressure regulators should be serviced at least every 5 years.

• the maximum interval between hydraulic tests for solid drawn steel cylinders forSCBA (as defined above) and for survival craft self-contained air support cylindersis 5 years. Composite cylinders may require more frequent testing - stipulated by

manufacturer’s instructions.• medical oxygen cylinders have a maximum interval between hydraulic tests of 5

years.

• hydraulic testing must be carried out by an accredited service agent or test facility.

• following the hydraulic test, a thorough inspection and internal examination mustbe carried out prior to recharging.

• the test pressure and test date must be stamped clearly on each steel cylinder.Composite cylinders will require a permanent marking or tag.

• test certificates must be provided and retained on board for inspection.

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3. Cylinders for high-pressure fixed gas fire-extingu ishing systems( for bulk CO 2 systems – refer to Industry Circular No. 2 )

Inspection

Annual inspections should be carried out by a competent person and shouldinclude those items recommended by the system manufacturer and as a minimumshould include the following:

• visual inspection of all gas storage cylinders and their external condition, securingarrangements, hoses, linkage cables etc.

• visual inspection of system piping for any signs of damage or corrosion.

• at least 10% of the cylinders should be subject to a weight or liquid level check bya competent person.

Biennial inspections of the gas storage cylinders should be carried out by anaccredited service agent. This inspection should be conducted in conjunction with theservice for the entire system and should include:

• visual inspection of each cylinder, fittings and securing arrangements.

• function test of the system controls, alarms and timer relays with the cylinder bank disconnected and using test cylinders to simulate operation of the system.

• an accurate determination of the contents of all bottles and comparison withoriginal readings e.g. liquid level gauging, test weighing etc.

• blow-through with air to ensure the associated pipelines and nozzles are clear.

Any cylinders showing signs of mechanical damage, excessive corrosion, or loss of contentsexceeding 10% of installed quantity for CO2 or 5% for Halon should be withdrawn from

service and sent ashore for full periodic service and inspection. If more than 10 years haveelapsed since initial pressure test at manufacture, they will require to be hydraulically testedbefore refilling.It should be noted that the ambient temperature and type of content check used must beincluded in the inspection report. Level check is only accurate at ambient temperatures below26°C for CO2.

Note: On board inspection or test required by an accredited service agent, with theexception of pressure testing, may be carried out by a senior member of the ship’s staff whohas been successfully trained to carry out this work. In all cases, calibrated equipment mustbe used and all procedures and documentation must be in accordance with shipboard safetymanagement systems.

Testing

The hydraulic pressure test period for these high-pressure cylinders:

• first pressure test within 20 years of initial pressure test at manufacture,provided annual inspections have been carried out with satisfactory results.

• subsequent pressure tests every 5 years thereafter.

Note: Testing for High-Pressure Halogenated Hydrocarbon (Halon) systems -

The Isle of Man Ship Registry strongly advises owners to consider replacing their existingHalon systems before the hydrostatic test of the cylinders is due. However, where problemsarise the following may be considered for which special application must be made on a ship-by-ship basis.

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Due to the environmental implications of emptying, testing and re-charging of these cylindersand the reduced risk of internal corrosion due to the absorption of moisture by the Nitrogenpressurisation gas, the Isle of Man will accept postponement of pressure testing providing theexternal condition of the cylinders remains acceptable.

In order to extend the cylinder test period beyond 20 years, the Isle of Man require a

thorough examination of all cylinders be carried out by an accredited service agent. Whereeach cylinder is found to be in a satisfactory condition with no significant signs of pitting,corrosion, fretting or cracking, this Administration will permit the hydraulic test of all thecylinders to be postponed for a further 5 years, i.e. 25 years from initial test date for which aletter will be issued to the vessel upon receipt of the inspection report.

4. Cylinders containing refrigerant gases, nitrogen and gases for burningequipment

These cylinders are not normally considered to be part of the ship’s safety equipment. Theyare generally supplied full and exchanged or returned when empty. Ship’s staff should, prior

to accepting the cylinder on board, check the date stamp on the cylinders and ensure that nomore than 5 years have elapsed since the last hydraulic pressure test.For cylinders remaining on board, arrangements should be made for an exchange cylinderfrom ashore if more than 5 years have elapsed since the last hydrostatic test.

5. Foam Systems, to include all foam types: FP; AFFF; FFFP; ARFFF

Foam sampling - Fixed systems:

An analysis of foam samples must be undertaken after 3 years from date of manufacture and annually thereafter.

Samples should be:

• as representative as practical, e.g. taken from top, middle and bottom of tankswhere arrangement permits, and placed in an uncontaminated container.

• analysed by an independent or manufacturer’s laboratory and the results of analyses must be kept on board and readily available for inspection.

Foam sampling - Portable Systems:

Check the batch numbers and establish the age of the compound. If within the

manufacturers’ recommended shelf life, then the compound does not need to be testedprovided the drums remain sealed with no visible signs of degradation.

If the drum has been opened or records of manufacture are not available then the ship’s staff can complete on-board testing on an annual basis per batch, in accordance withmanufacturer’s instructions to ensure the foam compound remains effective. The drumsshould be replaced when they exceed the manufacturers recommended shelf life.

Inspection and testing of Fixed Foam installations:

Routine planned maintenance in accordance with the manufacturer’s recommendations

should be supplemented with a thorough inspection of the system and check of its fullfunctionality once every 2 years by an accredited service agent.

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In addition to the regular shipboard inspections and where practicable, an occasional systemtest to produce foam in a drill scenario should be considered subject to any local restrictionsrelating to pollution. Where possible, the mixing ratio of the foam should be verified. Anyconcentrate used should be replenished as required with the same manufacture’s foam typeto ensure compatibility.

Care should be taken to ensure that the system is correctly flushed on completion to prevent

blockage of small bore pipework and internal corrosion. In addition great care should betaken to ensure that system valves are left in the correct operational position to preventcontamination of the foam tank.

6. Fixed Dry Pow der Systems

Annually, the system should be inspected and the dry powder charge should be agitated withnitrogen, using “bubbling” connections where provided.Note: due to the powder’s affinity for moisture, any nitrogen gas introduced for agitation must be moisture free.In addition to the regular shipboard inspections, the systems should be inspected at least

once every two years by an accredited service agent.

Inspection

• blow-through with nitrogen to ensure associated pipes and nozzles are clear.

• operation test of local and remote controls and section valves.

• contents verification of propellant gas cylinders containing nitrogen (includingremote operating stations).

• sample of dry powder should be tested for moisture absorption.

Testing

Powder containment vessels and associated piping should be subject to hydraulic testingcarried out by an accredited service agent at intervals not exceeding 10 years. The powdercontainment vessels safety valves and discharge hoses should be subjected to a full workingpressure test every 2 years.

Note: On board inspection or test required by an accredited service agent, with theexception of pressure testing, may be carried out by a senior member of the ship’s staff

who has been successfully trained to carry out this work. In all cases, calibrated equipmentmust be used and all procedures and documentation must be in accordance with shipboard safety

management systems.

Note: The replenishment and test regime for these high-pressure nitrogen cylinders isidentical to that for CO2 cylinders for fixed-gas fire extinguishing systems.

7. Automatic Sprinkler and Fixed Pressure Water Spray Systems

These systems should be inspected and tested by a competent person as per themanufactures instructions, and as a minimum should include the following:

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Inspection

The system should be regularly inspected to ensure that all valves are in the correctposition for operation. Levels and pressures should be maintained in pressurisedstorage tanks and there should be no obvious leakage.

Testing

Monthly: autostart function of sprinkler system pumps should be tested to ensurethey automatically operate on system pressure loss.

Quarterly: all automatic alarms and control gear for the sprinkler systems should betested using the test valves and procedures for each section.

Annually: the following should be carried out:

• water spray fixed fire-fighting systems should be tested for correct operation

• sprinkler pumps should be flow tested to ensure design pressures and flows• alarms, pressure switches and control gear settings should be verified

• the sprinkler system connections from the ship’s fire main should be tested• all associated relief valves should be tested

5 yearly, in addition to the annual tests indicated above, the pressure tank and allcheck and control valves should be internally inspected. Also checks to be carried outto confirm that distribution pipework is free from corrosion and blockage.

In the case of sprinkler systems protecting passenger accommodation, our surveyors willinspect and test the system as necessary during Passenger Ship Safety Certificate Renewalsurveys.

8. Hydraulic Pressure Testing

The test pressure applied for all cylinders and extinguishers should be 1.5 x maximumwork ing pressure, which should be held for at least one minute. The test pressure shouldbe clearly stamped on each compressed gas cylinder and clearly marked on eachextinguisher.

Where cylinders are sent ashore for re-charging, the pressure test requirements for the Local Authority may override, but should not be less stringent, than the above requirements.

9. Rejection

Extinguishers or cylinders failing any inspection or test shall be rendered unserviceable anddisposed of accordingly. An entry in the records must be made to show when anyextinguisher or cylinder has been rejected and for what reason.

10. Records

Records of inspection, maintenance and testing of all extinguishers and cylinders must bemaintained and readily available on board for inspection. These records should clearly identifyeach individual extinguisher or cylinder and its inspection status.

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11. Competent Person

For the purposes of this Industry Circular only, a competent person is defined as:

• a member of the ship’s crew who has the necessary training and who carries outthe work onboard under direct supervision of a senior officer holding an advancedfire fighting certificate (experienced person holding a Merchant Shipping STCWII/2 or III/2 certificate of competency and an Advanced Fire Fighting certificate). All work should be carried out as part of a planned maintenance system with allnecessary procedures, work instructions, manuals, tools, spares and calibratedtest equipment readily available. or

• an accredited service agent.

12. Spare Charges required to be carried on board

Portable FireExtinguishers

100% for the first 10 then 50% thereafter to a maximumof 60 charges. If they cannot be recharged on boardthen 100% spare extinguishers of the same type.

Portable Foam ApplicatorUnit

1 spare tank of 20 litres foam concentrate

Semi Portable FoamExtinguishers

Nil

Semi Portable DryPowder Extinguishers

Nil

Semi Portable CO2

Extinguishers

Nil

SCBA Air bottles In addition to 1,200 litres per set there is to be totalspare free air of 2,400 litres per set. If the vessel iscarrying 5 or more sets then the total spare free air neednot exceed 9,600 litres. If the vessel has the capabilityto recharge the cylinders on board this spare air may bereduced to 1,200 litres – the total storage of free airneed not exceed 4,800 litres.

EEBD Ships constructed before 01/07/2002 – No sparesrequired.

Ships constructed after 01/07/2002– Accommodation50% max 4, Machinery spaces 50% (refer to IndustryCircular No 8)

Isle of Man Ship RegistrySeptember 2006

Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

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Appendix 1

System orAppliance

Shipboard Inspection Periodic Inspectionand Service

Hydraulic PressureTest

Marking andDocumentation

Portable & Semi

Portable FireExtinguishers

In accordance with SMS

procedures andmanufacturer’sinstructions

Annually by a

competent person(see Note 1)5 Yearly discharge

(see Note 2)

Portable 10 Years

Semi Portable referto manufacture’s

guidelines

Pressure Test date to beclearly marked

(see Note 3).Inspection and PT

certificates on board

SCBA and MedicalO2

cylinders

In accordance with SMSprocedures andmanufacturer’s

instructions

Annually by acompetent person.

(see Note 1)NB - O2 shelf life of 3

years

Steel - 5 yearsComposites - see

manufacturer’sinstructions

Pressure Test date to behard-stamped on cylinder.PT certificates on board

Air Cylinders forSurvival Craft

(TEMPSC)


instructions.

Annually by acompetent person

(see Note 1)

5 years Pressure Test date to behard-stamped on cylinder.PT certificates on board

CO2 High PressureCylinders - Fixed

Installations

Annual inspection andfunction checks In

accordance with SMSprocedures

Every 2 years by anaccredited serviceagent + level check

(see Note 4)

Within 20 years andevery

5 years thereafter

Pressure Test date to behard-stamped on cylinder.

Inspection and PTcertificates on board

Halon HighPressure Cylinders -Fixed Installations

Annual inspection andfunction checks In

accordance with SMSprocedures

Every 2 years by anaccredited serviceagent + level check

(see Note 4)

External examinationat 20 years to extend

to 25 years(see note 5)

Pressure Test date to behard-stamped on cylinder.

Inspection and PTcertificates on board

Cylinders forRefrigerant Gas,

Nitrogen, andBurning Equipment

Periodically checkcondition

-5 years

(see note 6)Pressure test date to be

hard-stamped on cylinder.

FoamSystems

(fixed and portable)


instructions

Foam sample after 3years then annually

thereafter.(see Note 7)

-

Foam sample certificateson board.

Fixed Dry Powdersystems

Powder charge agitatedannually

(N2 blow-through)& system inspected

Every 2 years by anaccredited service

agent + sample of drypowder tested for

moisture absorption.(see Note 7)

N2 Propellant cylinders-20 years then 5years thereafter.

Containment vesselsand piping every 10years. Safety valvesand hoses 2 years.

Last sample date markedclearly. Powder samplecertificates on board.

Automatic Sprinklerand fixed pressure

water spraySystems

Regular inspections In

accordance with SMSprocedures andmanufacturer’s

instructions.

Annually by a

competent person.(see Note 1)

5 yearly internalinspection of

pressure tank, checkand control valves

-

All inspection certificates to

remain onboard.

Reference notes on next page.

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Notes:

1. The competent person may be a member of the ship’s crew who is trained andassigned to this task or an accredited service agent. (See section 11 above for fulldefinition.)

2. All portable extinguishers should be discharged at intervals not exceeding 5 years.

3. Pressure test dates must be clearly marked. Hard-stamping is only permitted on CO2 extinguisher cylinders and propellant bottles.

4. On board inspection or test required by an accredited service agent, with theexception of pressure testing, may be carried out by a senior member of the ship’sstaff who has been fully trained to carry out this work. In all cases, calibratedequipment must be used and all procedures and documentation must be inaccordance with shipboard safety management systems.

5. This relaxation from the 20 years test period is permitted on a ship by ship basis for

which application must be made to the Administration. Any extension is grantedsubject to thorough examination (including NDT) by an accredited service agent, thedetails of which will be provided upon application.

6. These cylinders are generally supplied full and exchanged when empty and as suchare not considered as part of the ships safety equipment. Ship’s staff should, prior toacceptance, ensure no more than 5 years have elapsed since the last pressure test.Cylinders remaining on board should be exchanged ashore if more than 5 years haveelapsed since last Pressure Test.

7. Sample analyses must be carried out by an accredited service agent ashore.

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Industry Circular No.

11

Revised February 2007

Government of the Isle of Man

Department of Trade and Industry

Notice to Surveyors, Shipowners, Managers and Classification Societies

Carriage of Medical Oxygen Cylinders

The Medical First Aid Guide (MFAG), requires vessels carrying dangerous goods tocarry 40 litre@200bar oxygen cylinder(s) in the ships hospital. The Ship Registryconsiders carrying such large quantities of oxygen inside the accommodation maypose both fire and safety issues. As a result of further and recent consultation withindustry this circular offers guidance to IOM vessels on how such quantities of oxygencan be safely installed.

The MFAG for use in accidents involving dangerous goods came into force on the 01July 2002 and applies to all vessels to which SOLAS applies.

Vessels to which the MFAG apply due to respective code requirements are:-

a) vessels carrying substances stated in the general index of the InternationalMaritime Dangerous Goods Code (IMDG Code)

b) vessels complying with the International Code for the Construction andEquipment of ships carrying Dangerous Chemicals in Bulk (IBC Code asamended.)

c) vessels complying with the International Code for the Construction andEquipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)

In order for a vessel to comply with Column A or B of Appendix 14 of the MFAG thefollowing quantities of oxygen available in the ship’s hospital for resuscitation purposesare required:

• 40 litre@200 bar, medical oxygen cylinder in ships hospital assembled fordirect use with 1 flow meter unit with two ports for supplying oxygen for 2persons at the same time. If more than 1 non-portable oxygen cylinder is

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used there must be 2 flow meter units for supplying oxygen for 2 persons atthe same time.

• One complete portable set with 2litre@200 bar of oxygen ready for use and aspare cylinder of 2litre@200 bar.

All other vessels that do not have to comply with the MFAG are only required to carrya 2litre@200 bar portable oxygen set, and a spare cylinder of 2litre@200 bar.

Storage of Medical Oxygen Cylinders

The Ship Registry considers that the storage of large quantities of oxygen in anaccommodation space is potentially dangerous and that it may pose a fire and safetyhazard.

In order to resolve the conflict between the intentions of MFAG and the fire and safetyissues the Ship Registry recommends that compliance with the MFAG requirementscan be achieved by :-

1. The supply of smaller cylinders inside the accommodation

The required amount (40L@200bar) of medical oxygen in a number of smallercapacity (e.g. 4 cylinders of approximately 10 litres@200bar each, or equivalent) foruse inside the accommodation.

One of the cylinders should be stored in the hospital ready for immediate use. The

other remaining cylinders are to be securely stored in a suitable space outside theaccommodation, where the cylinders will be protected from deterioration and wherethe risk of fire and explosion is minimised.

As a consequence of the difficulty that can be experienced in obtaining and refilling 10 litre cylinders, in the event that a 40 litre cylinder is installed it is recommended the following guidance is used :

2. Use of a single 40 Litre Cylinder

The use of the 40 litre@200bar medical oxygen cylinder can be stored in either of the

following locations:

i/ Outside the accommodation block, as close to the hospital as is reasonablypossible, in a secure and weather protected cabinet.

ii/ Inside the accommodation block in the hospital beside the bed(s), provided thecylinder is securely locked in a frame connected directly to the steel structure ofthe ship.

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The Ship Registry recommends that a 40 litre oxygen cylinder situated either inside oroutside the accommodation block should be fitted with the following safety device toprevent accidental release of high pressure oxygen into the hospital:

The oxygen regulator in the pipework from the 40 litre cylinder should have a

relief valve fitted with a discharge line piped outside the hospital to free air. This ensures that if there is a fault in the system, high pressure oxygen cannot escape into the low pressure side of the system, and will be vented outside of the accommodation .

3. All systems should be maintained and inspected as follows:

• inspected annually on board by a competent person in compliance with themanufacturer’s instructions. Note: a competent person may be a senior member of the ships staff.

• medical oxygen has a limited shelf life of 3 years and should be landedashore for re-charging at the expiry date.

• the cylinders are to be hydrostatically tested every 5 years, or at an intervalspecified by the manufacturer, whichever occurs sooner.

• oxygen pressure regulators should be serviced at least every 5 years.

• grease or oil should not be used to lubricate high pressure oxygen fittings.

• all high pressure pipes from the bottle to the regulator should be subject to apressure test every 3 years by the manufacturer or his appointed agents.

• the hospital ventilation system should be maintained as per themanufacture’s instructions and operating correctly at all times.

• there should be a warning sign on the hospital door stating ‘highconcentrations of oxygen may be present’.

• there should be a sign in the hospital adjacent to the oxygen installationstating, ‘all system valves to be shut when not in use’.

Isle of Man Ship RegistryRevised February 2007


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DEPARTMENT OF TRADE AND INDUSTRY

MUSTERS AND DRILLS AND ON-BOARD TRAINING & INSTRUCTION

This notice explains the main requirements with respect to drills, mustersand training for ready reference by those affected giving affect to thelatest requirements contained within SOLAS Chapter III.

Documents referred to in this notice:

Merchant Shipping (Life-Saving Appliances) Regulations 1999 (S.D.431/99)

Merchant Shipping (Official Log Books) Regulations 1992 (S.D. 363/92)

Most regulations and notices are available on the Isle of Man Governmentweb site: http://www.gov.im/dti/shipping or by [email protected]

Lists and Emergency Instructions.

Clear instructions to be followed in the event of an emergency are to be provided forevery person on board. These may be provided as a separate card or instructionbooklet given to each crew member or may be a card fixed in each cabin withinstructions for the occupant of the cabin or in some other equally effective manner.The instructions must be in English but may additionally be in another language if this assists in providing clear information to each crew member.

Muster lists and Emergency Instructions must also be posted up in conspicuousplaces throughout the ship including at least the bridge, the engine room or enginecontrol room, and on each accommodation deck.

In passenger ships the instructions must be posted in each cabin and must be inEnglish and also in any other language likely to be understood by a majority of thepassengers. Additional emergency instructions must also be positioned at assemblystations and in public spaces to inform passengers of their assembly stations,essential actions to take and the location of lifejackets and the method of donningtheir lifejackets.

Muster lists must meet clear specific minimum requirements. They must be preparedand in place before the ship proceeds to sea and must be kept up to date whenever

MSN 005

MANX SHIPPING NOTICE

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crew members change. Those in cargo ships do not require approval of the Isle of Man Ship Registry but those in passenger ships must be approved and stamped asapproved. The muster lists must clearly specify at least:

details of the General Alarm Signal and any public address system and how

it will be used.

actions to be taken by crew and passengers, including any specialpurposes personnel;

details of how an abandon ship order will be communicated if necessary;

the survival craft or launching station to which each crew member isassigned;

the duties assigned to different crew members including, for example;

closing of openings such as watertight doors, fire doors, valves,scuppers, sidescuttles, skylights, etc.

equipping and preparation and launching of survival craft;

the muster of passengers;

the use of communications equipment;

the manning of fire parties and emergency parties do deal with

other types of emergency, including, for example a man overboard;

any special duties assigned to crew members in connection withfire fighting equipment and other emergency control equipment;

the identity of any officer or officers assigned to ensure that fire fightingequipment and life-saving equipment is maintained;

the identity of substitute personnel for key crew members.

In passenger ships procedures are required for locating and rescuing passengers who

may be trapped in their cabins and these procedures shall be included in the musterlist.

Also in passenger ships the muster list must show a number of other dutiesassociated with the safety and care of passengers including;

warning passengers and providing information as well as ensuring thatpassengers are suitable dressed and correctly wearing their lifejackets;

assembling passengers at assembly stations;

keeping order in passageways and stairways.

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It is recommended that crew members assigned duties in passenger ships whichbring them into contact with passengers in any emergency situation, are providedwith distinctive identification in the form of hats, or jackets that they can don as soonas an emergency alarm is initiated. Thus identified, they are immediatelyrecognizable to passengers as members of the crew with assigned duties.

Making up muster lists.

When making up a muster list care should be taken to ensure that the dutiesallocated to any individual crew member do not overlap and that his duties are clearand without conflict in any foreseeable emergency. Those in charge of launching andexpected to be the last to abandon ship, for example, should not be assigned to thesurvival craft likely to be first launched.

In assigning personnel to survival craft the muster list should include a deck officer or

a person certificated as Proficient in Survival Craft in charge of each survival craft, asecond in command in the case of lifeboats, and a person capable of carrying outminor engine adjustments in the case of a motorised survival craft.

The person assigned to be in charge of each survival craft, and his second incommand should also be provided with a list of that craft’s assigned crew, and is tobe responsible for ensuring that the crew are familiar with their assigned duties.

Emergency Signals.

The General Alarm signal is intended as a signal for summoning the crew andpassengers to their muster stations and for initiating the emergency actions set out inthe emergency instructions. This signal is one of seven or more short blasts followedby a long blast which is to be made on the ship’s alarm bells or klaxons and thewhistle.

Most ships will have a separate Fire Alarm system which is automatically activatedand which can be manually activated from various locations. This system may sounda different signal and it may only sound in selected locations.

The muster list and emergency instructions must clearly describe each alarm signalused and the actions that are required on each being sounded.

Emergency Training and Drills

It is a legal requirement that every crew member who is assigned to emergencyduties is familiar with those duties BEFORE THE SHIP SAILS. This requirement mayalso be found in the STCW Convention and in the requirements of the ISM code.

In passenger ships, whenever passengers are to be on board for 24 hours or longer,there must be a muster of passengers within 24 hours of their joining at which timethey are to be instructed in the use of lifejackets and the actions to be taken in any

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emergency. In general this muster should take place, whenever possible, before theship sails. Whenever a new passenger or passengers join there shall be a passengerbriefing before the ship sails made through the public address system or a similareffective system and supplemented if appropriate by video display facilities andsimilar. The briefing should cover the items required in the emergency instructions

for passengers and be in English and also in any other language likely to be used bya majority of the passengers.

In all ships, emergency drills shall be conducted, so far as is practicable as if therewas an actual emergency situation and those responsible for planning drills shouldendeavour to ensure that the types of problems likely to occur in any real emergencyare simulated as far as possible to maintain an atmosphere of realism. Missing crewmembers including key personnel, injured crew members and inaccessible routes canall, for example, be easily simulated and pre-planned into the drill so that emergencyteams become familiar with dealing effectively with unexpected problems.

Every crew member MUST take part in at least:-

One abandon ship drill every month. and

one fire drill every month.

In passenger ships there must be an abandon ship drill and a fire drill every week butit is permissible for these drills not to include all the crew as long as the requirementfor participation by each crew member at least once per month is met. However, it is

recommended that so far as is possible the whole crew are involved on each occasionas a unified team.

Whenever 25% or more of the crew have not taken part in a drill in that ship in thepreceding month, as a consequence of just joining the ship or for some other reason,there must be an emergency drill within 24 hours of sailing.

In the case of Ro-Ro passenger ships on short voyages the requirement for drillswithin 24 hours of 25% or more of the crew changing could permit the ship to make

several voyages with passengers before all the crew have taken part in a drill.Therefore, in these ships it is required that all members of the crew are madefamiliar with the emergency procedures and arrangements before the ship sails.

Conduct of Fire and Emergency Drills.

Fire drills and other emergency drills should be planned in such a way that the ship’steams obtain regular practice in dealing with all types of foreseeable emergencies indifferent areas of the ship. The drills should be as complete as possible and reflectthe likely progress of a real emergency. Whenever practicable the types of unexpected difficulties that a real emergency might bring should be simulated - lack

of visibility, restricted access, missing crew members, failed equipment, failedcommunications etc.

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A fire drill is required to include at least;

reporting to stations and preparing for emergency response in accordance

with the muster list and emergency instructions;

the operation of fire pumps and the demonstration of at least two jets of water through fire hoses;

the actual use and checking of fireman’s outfits and other personal rescueequipment;

tests and checks on on-board communications equipment;

testing and examination of watertight doors, fire doors and otherarrangements for closing openings including fire dampers in the drill area;

tests of the arrangements for abandoning ship in the event that the firedevelopment necessitates this.

On completion of a drill the equipment should be returned to full operationalcondition and any faults rectified.

Crew members assigned to fire parties or other emergency parties need not weartheir lifejackets, and indeed should not do so in many cases as these can seriously

hamper their effectiveness. However, there needs to be procedures in place toensure that, if it subsequently becomes necessary, these crew members can retrievetheir lifejackets and use them should it become necessary to prepare to abandon theship.

It is recommended that, following any fire drill or other emergency drill, the ship’sstaff hold a de-briefing meeting to critically evaluate the results of the drill anddevelop improved procedures and arrangements so that the effectiveness of theship’s emergency teams and their preparedness for dealing with the full range of possible scenarios is continually improved.

In ships with sprinkler systems a weekly test, which can be incorporated with a firedrill should establish that the sprinkler pump cuts in automatically in response to apressure drop in the tank (ensuring that the tank is refilled if any fresh water is lostduring the test), and that automatic alarms function correctly by operating the testvalve at each section control station and any local switches.

Abandon Ship drills.

An abandon ship drill should normally be the logical follow up to any fire drill. Certainelements must be included in any abandon ship drill including;

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summoning of crew and passengers to their muster positions and assemblystations and use of the general Alarm signal and preparation for theassigned duties in the muster list;

checks that personnel are correctly dressed;

lowering of at least one lifeboat with different boats being used atsuccessive drills. Boats need not be launched if this is impracticable butthey must be prepared for final launching. In the case of free fall boatscrews should be exercised in boarding and taking their places ready for anactual launch

starting boat engines;

operating liferaft davits if fitted;

a test of emergency lighting at launching and embarkation areas;

in passenger ships a simulated search for missing passengers;

instructions in the use of radio lifesaving appliances - SARTs, EPIRBs, andhand held radios.

Lifeboats should be actually launched with their assigned crews and manoeuvred inthe water during an abandon ship drill at intervals of no longer than 3 monthsalthough free fall boats may be lowered to the water using the recovery system whenfree fall launching is hazardous as long as a free fall launch is undertaken at least

every 6 months.

In ships on dedicated short trades where dedicated berthing arrangements do notallow the launching of the boats on one side, those boats may be part lowered at 3month intervals and actually launched at 12 month intervals.

Rescue boats should be launched with their assigned crews and manoeuvred so faras possible every month but in any case at intervals not longer than 3 months.Rescue boat launchings should incorporate a simulated recovery operation with asuitable floating object or dummy used as a simulated man overboard.

Davit launched Liferafts.

Ships fitted with these rafts are required to include crew training in their use atintervals of not more than 4 months and the training has to include, wheneverpracticable, the actual; inflation and lowering of a raft. To fulfil this requirement aspecial “training raft” (conspicuously marked - “Training Only”) may be carriedadditional to the ship’s normal raft complement or alternatively the training exercisescan be done with a suitable weight as a simulated raft which can be attached andswung overside to the point where a real raft would be inflated. Demonstration of

the use of the release hook can be achieved by swinging the weight back inboardover the deck and operating the hook at that position. If the latter approach is

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adopted, it will still be necessary to substitute a real raft from time to time andconduct training including a full lowering. Where it is impracticable to do this at thespecified 4 month intervals it should be done at least once per year.

Training and Instructions.It is a requirement that all ships have arrangements in place for training on board inthe use of life-saving appliances, survival craft equipment and the use of fireextinguishing appliances. Such training must be provided for each new crew memberas soon as possible after joining and not later than 2 weeks after joining.

Each drill is also required to include an element of instruction and training and shipsshould arrange a program of training so that every crew member covers all the ship’slife-saving equipment and fire extinguishing equipment as appropriate over each 2month period. The training instruction is required to cover at least;

operation of inflatable rafts

hypothermia, its risks and first aid treatment;

special requirements if necessary for the use of life-saving appliances insevere weather and sea conditions;

operation of fire extinguishing appliances

Much of the material to be covered in training will be found contained in the ship’sTraining Manual which may be referred to as a source of reference. Regularreference to this document will, in any case, allow the manual to be kept up to dateand revised as necessary in the light of experience.

Record Keeping.In addition to the requirements outlined here for drills and training, there is arequirement in the Merchant Shipping (Official Log Books) Regulations 1992 for therecording of every drill in the Official Log Book.

Isle of Man Ship Registry

February 2007


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The maintenance and testing of launching appliances and releasearrangements for lifeboats, rescue boats and liferafts

Documents referred to in this notice:

The International Life-Saving Appliance (LSA) Code

SOLAS Ch III

MSC/ Circ 1206, 1215

1. Documentation

The instructions for maintenance of the launching appliances and releasearrangements should be provided on board in English.

Suitable records must be maintained on board for the examinations andtesting described below. The competent person, properly trained person,or class surveyor should issue a report for any examination or testconducted or witnessed. It is recommended that these reports are filedalongside the service records for liferaft/FFA/BA sets etc. within thevessel’s document control system.

The class surveyor conducting safety equipment surveys will review thisdocumentation for completeness.

This MSN outlines the Isle of Man Ship Registry requirements for themaintenance and testing of launching appliances and release arrangementsfor lifeboats, rescue boats and liferafts, taking the recommendations ofMSC 82 into account. The requirements are summarised in Annex I.

At MSC 82 it was decided not to make MSC Circular 1206 mandatory. The

amendments to SOLAS Chapter III and the LSA Code (resolutionsMSC.201(81), MSC.207(81), MSC.216(82) and MSC.218(82)) were adoptedand will become effective 1/7/2008. MSC.1 Circ. 1215 urges Flag States toimplement these SOLAS & LSA Code amendments early.

Most regulations and notices, along with casualty reports, are available onthe Isle of Man Government web site: http://www.gov.im/dti/shipping or bycontacting [email protected]

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2. Qualifications

• A ‘competen t person’ is defined as:- o A person who is trained and has the necessary skills, practical

experience and knowledge of the type of lifting appliances and

gears which he is required to inspect. He is to be provided withthe necessary tools and spare parts together with manufacturersrecommended maintenance instructions.

o This person is not necessarily a member of the vessel’s crew butmay be the Master, Chief Engineer, Chief Officer or SecondEngineer subject to the above criteria.

• A ‘properly trained person’ familiar with the system is defined as:- o Ideally

a representative of the manufacturer a person suitably trained by them

a representative of an organisation authorised by them.o If such person is not in existence or is unavailable, the owners

should select another suitable shore side specialist with aproven experience in conducting this type of work. Thisselection is the responsibility of the Owners/Managers, whoshould include criteria/procedures within their SafetyManagement Systems to handle this. The Isle of Man ShipRegistry will not approve these specialists.

3. Maintenance of launching appliance falls

At all inspections special attention should be paid to areas passing throughsheaves.

Falls:-• Shall be maintained by ship’s crew in accordance with the instructions

for on board maintenance;• Shall be examined during the time window for (but not necessarily at)

each safety equipment survey, by a competent person; and• Shall be renewed whenever necessary due to deterioration or at

intervals not exceeding 5 years, whichever is earlier.

There is no longer any requirement for ‘end for ending’ after 2½ years.There is no longer any dispensation for stainless steel falls.

4. Launching appliances

All launching appliances (including the secondary means of launchingfreefall lifeboats):-

• Shall be maintained by ship’s crew in accordance with theinstructions for on board maintenance;

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• Shall be subjected to a thorough examination, by a competentperson, during the time window for (but not necessarily at) eachsafety equipment survey;

• Shall, on the completion of every thorough examination, besubjected to a dynamic test of the winch brake at maximum

lowering speed). The load to be applied shall be the mass of thelifeboat without persons aboard. This should be performed by acompetent person. Due care should be taken with freefall boats;and

• Shall be subjected to a 110% dynamic test of the winch brake atmaximum lowering speed at intervals not exceeding 5 years. Theload to be applied is 1.1 times the weight of the survival craft orrescue boat and its full complement of persons and equipment.This test should be witnessed by a Class Surveyor.

5. Release Arrangements

Lifeboat/rescue boat on-load release gear, including freefall lifeboatrelease systems and davit launched liferaft automatic release hooks:-

• Shall be maintained by ship’s crew in accordance with theinstructions for on board maintenance;

• Shall be subject to a thorough examination and operational testduring the time window for (but not necessarily at) each safetyequipment survey by a properly trained person familiar with thesystem;

•

Shall be overhauled by a properly trained person familiar with thesystem at intervals not exceeding 5 years; and• Shall on completion of overhaul be operationally tested under a

load of 1.1 times the total weight of the survival craft or rescueboat with its full complement of persons and equipment. This testshould be witnessed by a Class Surveyor.

Definitions

“Launching appliance” is the means of transferring a survival craft or rescueboat from its stowed position safely to the water. This includes the secondarymeans of launching for free-fall boats.

"On-load" release gear is designed to release the lifeboat or rescue boatunder any conditions of loading from no load, with the boat waterborne, to aload of 1.1 times the total mass of the boat when loaded with its fullcomplement of persons and equipment.

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ANNEX I – SUMMARY

CompetentPerson

ProperlyTrainedPerson

Witnessed byClass

Surveyor

Regular maintenance of launching appliance

& falls as per PMS

Annual & 5 yearly examination of launchingappliance & falls

Annual dynamic test winch brake (boatempty)

5 yearly test of w inch brake (110%)

Annual examination & 5 yearly overhaul of on-load release gear

Annual examination & 5 yearly overhaul of freefall l ifeboat release systems

Annual examination & 5 yearly overhaul of davit launched liferaft automatic releasehooks

5 yearly test of on-load release gear(110%)

5 yearly test of freefall l ifeboat releasesystems (110% )

5 yearly test of davit launched liferaftautomatic release hooks (110% )

• A ‘competent person’ is defined as:- o A person who is trained and has the necessary skills, practical experience

and knowledge of the type of lifting appliances and gears which he isrequired to inspect. He is to be provided with the necessary tools and spareparts together with manufacturers recommended maintenance instructions.

o This person is not necessarily a member of the vessel’s crew but may be theMaster, Chief Engineer, Chief Officer or Second Engineer subject to theabove criteria.

• A ‘properly trained person’ familiar with the system is defined as:- o Ideally

a representative of the manufacturer a person suitably trained by them

a representative of an organisation authorised by them.o If such person is not in existence or is unavailable, the owners should select

another suitable shore side specialist with a proven experience in conductingthis type of work. This selection is the responsibility of theOwners/Managers, who should include criteria/procedures within their SafetyManagement Systems to handle this. The Isle of Man Ship Registry will notapprove these specialists.

Isle of Man Ship RegistryFebruary 2007Please note - The Isle of Man Ship Registry cannot give Legal Advice. Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular

case can vary according to circumstances - for example, from vessel to vessel. You should consider seeking independent legal advice if you are unsure of your own legal position.

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THE FITTING OF RECOVERY STROPS TO LIFEBOATS DESIGNATED ASRESCUE BOATS – SHIP S CONSTRUCTED ON OR AFTER 1ST JULY 1986

Document s referred to in this notice:

Merchant Shipping (Life-Saving Appliances) Regulations 1999 (SD431/99)

1. The attention of Surveyors, Shipowners, Managers and Classification Societiesis drawn to the requirement to provide means for facilitating the rapid and safe

attachment of the lower fall blocks to the lifting arrangements of a lifeboat which isalso a Rescue Boat. To attach the lower fall blocks directly to the lifting hooks inother than calm conditions is likely to prove extremely arduous and hazardous. Part2 Regulation 16(4) of the Merchant Shipping (Life-Saving Appliances) Regulations1999 provides:

“Every lifeboat which is also a rescue boat and, in ships which are notprovided with a rescue boat, one of the lifeboats, shall be provided witharrangements for the safe recovery of the lifeboat or rescue boat in adverse seaconditions. Such means shall comprise recovery strops of suitable length and of aconstruction and type that may be temporarily attached between the lower fall block and the boat without danger to the occupants from the lower fall blocks and hangingoff pendants attached to the davit arms to permit transfer of the boat from therecovery strops to the normal falls once the boat is clear of the water or anequivalent arrangement acceptable to the Department. Existing ships which are notfitted at the date of these Regulations with arrangements for the safe recovery of thelifeboat or rescue boat in adverse sea conditions shall have such arrangement fittedby 30th June 2000”.

Further, Chapter III/SOLAS 74 Regulation 17.5 (as amended) [Rescue BoatEmbarkation, Launching and Recovery Arrangements] - requires “.......Foul weather

recovery strops shall be provided for safety if heavy fall blocks constitute a danger”.

This notice serves to highlight the requirement for the recovery of lifeboatswhich are also Rescue Boats in heavy weather

Most regulations and notices, along with casualty reports, are available on theIsle of Man Government w eb site: http://www.gov.im/dti/shipping or bycontacting [email protected]

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2. One such arrangement is illustrated in the attached Annex to this circular andhas been tested within controlled conditions. It is accepted that there may be anumber of different arrangements which will achieve the same result. In acceptinglifeboats which are also rescue boats, Surveyors should ensure such facilities areprovided.

3. Lifeboats which are also rescue boats, need not be fitted with special recoveryarrangements if a chain or wire of adequate strength and flexibility is fitted betweenthe lower fall block and the attachment to the lifting hooks. For this purpose thelength of the chain or wire, including the link for attachment to the lifting hook,should be at least 1.25 metres.

4. When considering the strength and the testing of the recovery strops,hanging off pendants and davit structure, a working load consisting of the weight of the rescue boat, equipment and provisions plus six (6) persons at 75kg, should beused.

5. Hanging off pendants should have a factor of safety of at least 6 based uponthe breaking strength of the wire.

6. Recovery strops, which may be of nylon or other suitable material, shouldhave a factor of safety of at least 6 based upon the breaking strength of the strop.

7. In the case of recovery strops and hanging off pendants certificates of testshould be provided on board and be available for inspection.

8. The hanging off pendant attachments on the davit should be designed with afactor of safety of at least 4.5 based upon the ultimate tensile test of the material.The davit structure should maintain a factor of safety of 4.5 when hanging off theworking load with the ship trimmed up to 10 degrees and listed up to 20 degreeseach side. To be tested at weight of fully stored boat plus six (6) persons at 75kg.

9. Where the recovery arrangements entail disembarkation at a deck level otherthan the embarkation deck, bowsing arrangements should be provided for bothdecks.

10. The equipment described in this circular should be fitted to all shipsconstructed on or after the 1st July 1986 to any lifeboat and davit nominated as arescue boat. Shipowners, Ship managers, and Classification Societies should if necessary consult the manufacturers of the lifeboat davits on the provision of thenecessary fittings and equipment before the next Safety Equipment Survey isrequired.

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11. This Department should be contacted if difficulties are experienced incomplying with the provisions of these regulations. Enquiries should be directed tothe Principal Surveyor, Isle of Man Ship Registry, Isle of Man on telephone number01624 688500 or fax number 01624 688501, or by e-mail to [email protected].

Isle of Man Ship RegistryFebruary 2007


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ANNEX

RECOVERY OF RESCUE BOAT USING RECOVERY STROPS

POSITION 1

1.1) Manoeuvre boat under falls, recovery strop (in place) will hang down frommain suspension link;

1.2) Fit recovery strop link into boat suspension gear, signal deck operator to

hoist.

POSITION 2

2.1) Deck operator to release hanging off pendants attached to the davit arms so

they hang freely;

2.2) Rescue boat to be hoisted up to a position where boat crew can attach

hanging off pendants to the auxiliary lifting lugs on the boat suspension gear.

(It should be noted not to overhoist to a point where the davit arms start to

turn in).

POSITION 3

3.1) Deck operator to raise the brake lever on the winch and lower the boat slowlyuntil the full weight of the rescue boat is held by the hanging off pendants.

POSITION 4

4.1) Disengage recovery strops from the rescue boat lifting hooks;

4.2) Pay out the falls at the lifting winch until it is possible to re-engage main

suspension link.

POSITION 5

5.1) Hoist the rescue boat until it is possible to remove hanging off pendants from

the auxiliary lifting lugs;

5.2) Continue to hoist the rescue boat normally to its stowage position.

N.B. Ensure that the hanging off pendant is secured to the davit arm and the recovery strops are stowed on the boat so as not to impeded release of the boat

during the next launch.

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WIRE ROPE TERMINATIONS FOR LIFE SAVING APPLIANCES

Most regulations and notices are available on the Isle of Man Governmentweb site: http://www.gov.im/dti/shipping or by [email protected]

There is no applicable marine legislation that specifies the appropriate way to formthe primary load bearing termination’s of wire ropes used for life boat falls, recoverystrops or hanging off pennants.

The Isle of Man Ship Registry recognises that there are a number of alternativemethods used to form these termination’s and that the suitability of each type of connection for the intended service is varied.

Acceptance by the Isle of Man Ship Registry of any of the termination’s is conditionalon them being designed, manufactured, installed and used in the correct manner.

The different types of termination’s, their acceptability for use on Isle of Man shipsand some guidelines on the method of use are set out in this notice.

1. Permanent Termination’s

These are supplied already formed on the wire rope by the manufacturer orrecognised firm.

They are suitable for all LSA applications provided that they have been certified forthe maximum safe working load to be encountered.

Permanent termination’s of these types must only be fitted or re fitted by arecognised company, experienced in their use.

This notice is intended to illustrate the different types of wire ropeterminati ons and recommended uses for the different termination’s that areacceptable to the Isle of Man Ship Registry for Life Saving Appliances.

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SWAGED EYE STANDARD THIMBLE FERRULE SECURED

SPELTER SOCKET

Maintenance

When in service these particular termination’s should be examined for broken strandsor deformation of the wire where it emerges from the connection.

2. Reusable Termination’s.

There are two main ways of forming wire rope termination’s with this method, cablegrips or wedge and socket fittings.

They have the advantage that they can be fitted by competent ships staff and can bere-used when the falls are turned or replaced.

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2.1 Bull Dog / Cable Grips

Bull dog grips are not the best practice for the forming of eyes in wire rope.

The Isle of Man Ship Registry can accept this type of method for the formation of

eyes at the termination of the lifeboat falls as in the case of the centre join forcontinuous falls (as in Fig 3) but not for any other purpose.

They are to be fitted as shown below in Fig 1.

Fig1. method of fitting bulldog clips

Maintenance

The grips should be regularly inspected and tightened, so that any change in wire

diameter when under load will not loosen the grips.

As a general rule the grips should beplaced at intervals of 6 x Wire Ropediameter.

The minimum number of grips is to bethree.

After an initial load the grips should bere tightened.

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2.2 Wedge and Socket Type

This type of fitting is also allowed by the Isle of Man Ship Registry for the formationof eyes at the termination for the lifeboat falls as shown in Fig 3.

Their use is not recommended for cases where there is a possibility that the deadend of the termination can come into contact with an obstruction and loosen thewedge.

When assembling the termination, the manufacturers instructions should be followedexactly.

A general guide to their assembly is shown below in Fig 2

Fig 2 assembly of a typical wedge and socket type termination

The dead end of the rope is to be not less than 15 x the rope diameter in length.

The wedges and sockets are sized for a particular wire diameter and parts shouldnever be mixed.

Maintenance

The sockets are to be periodically examined for tightness of the wedge and forcracks.

The rope is to be examined for broken wires or deformation were it emerges from

the socket.

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3. Terminati on’s of Lifeboat Falls

Fig 3 Example of the type of termination for lifeboat falls

preferred by Isle of Man Ship Registry .

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3.1 Unacceptable Termination’s

Termination is by only two cable grips without a ferrule and the end

of the wire rope is unsecured.

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The ends have been joined together directly. They should eitherbe formed into eyes with ferrules secured by at least 3 cable grips and linked with shackles, or wedge and socket termination’s are to be used.

Isle of Man Ship Registry

February 2007
