Legend / Explanation of abbreviations:
- COLREG: International Regulations for Preventing Collisions at Sea, 1972, as amended
- FSS: International Code for Fire Safety Systems
- IACS: International Association of Classification Societies
- IMO: International Maritime Organization
- ISO: International Organization for Standardization
- LSA: International Life-Saving Appliances Code
- NSI: Netherlands Shipping Inspectorate
- NEN: 'NEderlandse Norm'
- RO: Recognised Organisation
- SOLAS: the International Convention for the Safety of ife at Sea, 1974, and its protocol of 1988: articles, annexes and certificates, as amended
Sufficient number of lifejackets and / or accessories(10-53)
With regard to SOLAS regulation III/7.2.1.4, the NSI leaves it to the discretion of the shipowner and master of the ship, where necessary, to determine the sufficient number of lifejackets for persons on watch and for use at remotely located survival craft stations.
With regard to SOLAS regulation III/7.2.1.5, the NSI leaves it to the discretion of the shipowner and master of the ship, where necessary, to determine the sufficient number of suitable accessories available on board to allow the adult lifejackets to be secured to persons weighing up to 140 kg and with a chest girth of up to 1750 mm.
Survival craft
Embarkation ladder for survival craft
With regard to SOLAS regulation III/11.7, the NSI permits embarkation ladders for remotely located survival crafts to be replaced by approved devices to afford access to the survival craft when waterborne, provided that:
- there shall be at least one embarkation ladder on each side of the ship;
- as long as controlled lowering is guaranteed (see MSC.1/Circ.1490/Rev.1);
- documentation and information (e.g. video instruction) regarding the practical use of it is available; and
- the most unfavourable weather conditions that may be encountered when using the device and accessing the survival craft when waterborne, have been taken into account when approving the device.
For a ship of which its accommodation space is located at the forward part of the ship, equipped with a free-fall lifeboat, as referred to in SOLAS regulation III/31.1.2.1, capable of being free-fall launched over the stern of the ship and equipped with secondary means of launching, the NSI:
- requires for the embarkation ladder to be provided at the rear part of the ship, that:
- the embarkation ladder shall be so arranged as to enable one person to install it on either side of the ship;
- the embarkation ladder shall never be installed over the stern of the ship, so as to prevent the embarkation ladder from becoming entangled in the ship’s propeller when rotating.
- accepts for the calculation of the minimum length of the embarkation ladder extending, in a single length, from the deck to the waterline in the lightest seagoing condition, that the calculation is based on a trim of up to 2˚ and a list of up to 5˚.
Means of embarkation to liferafts
With regard to SOLAS regulation III/31.1.4, and taking into account MSC.1/Circ.1490/Rev.1, the NSI permits an embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner, as per SOLAS regulation III/11.7. A knotted rope is not acceptable for this purpose.
Arrangements for remotely located survival craft
With regard to SOLAS regulations III/31.1.4, III/7.2.1.4, III/11.4, III/11.7, III/13.1.3, III/16.7) and LSA Code paragraph 4.1.3.2 and MSC.1/Circ.1490/Rev.1, as amended, applies.
Launching appliance for rescue boat having a weight of less than 5500 N
With regard to SOLAS regulation III/16 and III/17.3, and taking into account paragraph 6.1.1.1 and 6.1.1.3 of the LSA Code and the equivalent arrangement of the Netherlands as set out in SLS.14/Circ.153 , for ships equipped with a rescue boat which is not one of the ship's survival craft, carrying no more than six seated persons, which are less than 5500 N in fully equipped condition, with engine, but without the crew, the launching appliance of the boat does not need to be fitted with stored mechanical power, provided that manual hoisting from the stowed position and turning out to the embarkation position is possible by one person against unfavorable conditions of trim of up to 10˚ and list of up to 20˚ either way.
The NSI considers hoisting a rescue boat from the stowed position in order to slew to the outboard position as part of the launching procedure and therefore part of this equivalent arrangement.
On-board training in the use of davit-launched liferafts
The NSI considers the on-board training in the use of davit-launched liferafts imperative from a safety point of view.
In accordance with SOLAS, regulation III/19.4.3, on-board training in the use of davit-launched liferafts shall, whenever practicable, include the inflation and lowering of a davit-launched liferaft.
In particular the aspect of inflating the liferaft during such drills is potentially impracticable, because:
- A demonstration liferaft for training purposes only is often not available; and
- The possibilities to get the liferaft ashore intact after inflation and lowering, and the subsequent transport to a service station, are often limited.
The NSI allows the following alternative of on-board training:
Cargo ships
- Training in the handling of the Automatic Release Hook (ARH) on board: by securing the ARH on the railing or either an attached ring or shackle similar to the shape and thickness of the shackle of the suspension of the corresponding liferaft, tightening the hoisting wire, setting the automatic release function and releasing the brake of the hoisting wire; and
- providing and showing of an instruction video regarding the operation of the davit- launched liferaft on board. This shall be included in every on-board training.
Passenger ships
Comply with all what is required under ’Cargo ships’, and regularly conduct (with intervals not exceeding 12 months) training in the use of davit- launched liferafts, including the inflation and lowering of the liferaft.
Evidence of training
For both, Cargo- and Passenger ships, clear evidence of training with davit-launched liferafts (including the above provisions), either by ship’s log or e.g. training records, shall be available to the Port State Officers / Recognized Organization / etc.
Any other alternative deviating from the provisions described above shall be accepted beforehand by the NSI.
relaties1Integral buoyancy casings in lifeboats and rescue boats (15-12)
With regard to SOLAS regulation III/20 and III/36, and taking into account paragraph 4.4.4 of the LSA Code , as well as IACS Recommendation no. 122, the NSI, in case the internal buoyancy foam material of a rescue boat or lifeboat is of the open cell two-part expanding polyurethane type, recommends:
- during any survey by the RO or any inspection by a service company or the ship’s crew:
- the rescue boat’s or lifeboat’s hull in way of all buoyancy casings to be thoroughly examined for cracks, holes, buckling or folding of the structure and general deterioration, paying particular attention in way of the hull to deck connection and the buoyancy casing to hull connections;
- any foam injection points (subsequently closed) to be examined for cracking or deterioration;
- the external hull and any fendering points in way of integrated buoyancy casings to be examined for holing, cracking and deterioration. The rescue boat or lifeboat manufacturer shall be contacted for further advice and, where needed, for repairs, in case of any damages found;
- any penetrations to the buoyancy chambers, for example, where seat belts, thwarts or grab lines are attached, to be closely examined for fit, gasketting (where fitted) and tightness. Loose fittings to be adjusted and the affected buoyancy chamber examined with special care regarding water penetration;
- the drain plugs to be removed from the rescue boat or lifeboat at the time of the inspection and the quantity of water drained to be monitored to ensure it is not excessive;
- the rescue boat or lifeboat performance whilst manoeuvring to be monitored for unusual performance, heaviness or excessive sluggishness which might be attributable to an increased boat weight;
- should any doubt exist as to the integrity of the integral buoyancy, and water ingress is suspected, the boat to be weighed to confirm that boat weight remains unchanged.
- the rescue boat and / or lifeboat to be weighed as part of the five-yearly renewal survey. In case the weighing of rescue boat or lifeboat indicates the weight to be 10% more than the weight as stated on the manufacturer’s plate, the rescue boat or lifeboat manufacturer is to be contacted for further advice.
- the rescue boat or lifeboat to be replaced at first opportunity, in case the laden weight of the rescue boat or lifeboat exceeds the safe working load of its launching appliances and release gear.
Rotation resistant and corrosion resistant steel wire rope
With regard to SOLAS regulation III/34 and notwithstanding paragraph 6.1.2.3 of the LSA Code , in case the launching appliance of a survival craft or rescue boat using falls and a winch does not cater for rotation resistant and corrosion resistant steel wire rope, the NSI permits the falls not to be of rotation resistant and corrosion resistant steel wire rope, provided that the fall wire rope is in accordance with the specifications of the launching appliance of the survival craft or rescue boat and the recommendations of the manufacturer of the launching appliance.
Load test following replacement of lifeboat on-load release mechanism
With regard to SOLAS regulation III/34 and notwithstanding paragraph 6.1.1.5 of the LSA Code, in case of a replacement of a lifeboat on-load release mechanism:
- an exchange of a complete hook shaft, including the connection bolts to the keel of the survival craft or rescue boat, is necessary; and
- the lifeboat on-load release mechanism cannot be submitted to a factory static proof load test of not less than 2.2 times the maximum working load during the refit,
the NSI permits the lifeboat on-load release mechanism to be submitted to a dynamic test with a proof load of not less than 1.1 times the maximum working load instead of the factory static proof load test of not less than 2.2 times the maximum working load.
Approval and format of musterlist used on passenger ships (10-40)
With regard to SOLAS regulation III/37.8, and taking into account paragraph 2.4.3 of the annex I to the agreement between the Administration of the Netherlands and the organizations recognized by NSI, the NSI authorizes the ROs to approve on behalf of the NSI the format of the muster list used on passenger ships. The format of the musterlist used on passenger ships shall entail the details prescribed by SOLAS regulation III/37.
Storage of spare petrol for (rescue boat) outboard engine
With reference to SOLAS regulation III/21.2 and further the LSA Code, Chapter V (Rescue Boats), a rescue boat may be fitted with a petrol-driven outboard engine. In that case a limited quantity of (spare) petrol may be carried in suitable containers (complying with NEN-ISO 13591)1. Spare petrol must be stored at in a specially constructed, well ventilated compartment.
The NSI considers the Paint Locker (which is a high risk service space suitable for flammable liquids) the most suitable place. In case of storage at another location, the requirements of SOLAS (regulation II-2/10.6.3) shall be taken into account. Warning notices should clearly indicate the contents of the compartment and smoking should not be permitted in the vicinity.
The NSI recommends that the (spare) petrol shall be carried ‘Clear of living quarters’ as defined under IMDG Code paragraph 7.1.2 (Definitions). In addition, electrical equipment shall not be installed in spaces where petroleum vapour gas may accumulate. However, when equipment is installed in such spaces the equipment must be intrinsically safe or of an explosion-proof type.
The quantity of petrol carried shall be limited to 50 Liters per rescue boat (the tank in use2 and the spare petrol together).