Contents of LSA and FSS Code

THE INTERNATIONAL LIFE SAVING APPLIANCES (LSA) CODE

Contents

Preamble

Chapter 1 General

Chapter 2 Personal Life Saving Appliances
                   a. Life Buoy
                   b. Life Jacket
                   c. Immersion Suit
                   d. Anti Exposure Suit
                   e. TPA

Chapter 3 Visual Signals
                   a. Rocket Parachute flares
                   b. Hand flares
                   c. Buoyant Smoke Signals

Chapter 4 Survival Crafts
                   Life boat and Life raft requirements, details

Chapter 5 Rescue Boats

Chapter 6 Launching and Embarkation appliances
                   a. Launching and Embarkation appliances
                   b. Marine Evacuation System(MES)


Chapter 7  Other Life Saving Appliances
                   a.LTA
                   b. General alarm and Public Address System

THE INTERNATIONAL FIRE SAFETY SYSTEMS (FSS) CODE

Contents

Preamble

Chapter 1 General

Chapter 2 International shore connections

Chapter 3 Personnel protection

Chapter 4 Fire extinguishers

Chapter 5 Fixed gas fire-extinguishing systems

Chapter 6 Fixed foam fire-extinguishing systems

Chapter 7 Fixed pressure water-spraying and water-mist fire-extinguishing systems

Chapter 8 Automatic sprinkler, fire detection and fire alarm systems

Chapter 9 Fixed fire detection and fire alarm systems

Chapter 10 Sample extraction smoke detection systems

Chapter 11 Low-location lighting systems

Chapter 12 Fixed emergency fire pumps

Chapter 13 Arrangement of means of escape

Chapter 14 Fixed deck foam systems

Chapter 15 Inert gas systems

Bridge Resource Management

Bridge Resource Management

(BRM) is a team approach, where all available materials and human resources are used to achieve safe operation. Bridge team members are trained to be aware of their responsibility, prepared to recognise workload demands and other risk factors, and able to handle any situation.
Weakness in bridge organisation and management has been cited as a major cause of marine casualties around the world. BRM reduces that risk by helping a ship’s crew anticipate and correctly respond to the changing situation of their ship.

When BRM is practised correctly onboard, the result should be a bridge team that:

Maintains its situational awareness Continually monitors the progress of the vessel, making proper adjustments and corrections as necessary, to maintain a safe passage

Acquires relevant information early Appropriately delegates workload and authority

Anticipates dangerous situations

Avoids becoming pre-occupied with minor technical problems and losing sight of the big picture

Undertakes appropriate contingency plans when called for
Recognises the development of an error chain

Takes appropriate action to break the error-chain sequence.

STCW 2010 Amendments:-

Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and its associated Code were adopted at a Diplomatic Conference in Manila, the Philippines, on 21–25 June 2010. The amendments, to be known as “The Manila amendments to the STCW Convention and Code” entered into force on 1 January 2012 with full compliance by 1 January 2017. Amongst the amendments adopted, there are a number of important changes to the Convention and Code. The sections of the STCW Manila Amendments that contain requirements related to non-technical skills are:

• Reg. A-II/1 for Bridge Resource Management
• Reg. A-III/1 for Engine-room Resource Management
• Reg. A-II/2 and A-III/2 for Use Leadership and Managerial Skills
• Reg. A-II/1, A-III/1 and A-III/6 for Application of Leadership and Teamworking Skills.

IBS:Integrated Bridge System

As defined by IMO:-
"An integrated bridge system (IBS) is defined as a combination of systems which are interconnected in order to allow centralized access to sensor information or command/control from workstations, with the aim of increasing safe and efficient ship's management by suitably qualified personnel."

According to SOLAS, the Integrated Bridge System should be arranged in such a way that failure of one sub system does not cause failure of any other sub system. It should also be possible to operate each other equipment attached to the IBS individually or as a part of the system.

Moreover, on failure of any sub system, an integrated alarm system must provide a suitable warning to the officer on watch (OOW) of the potential threat.

An integrated bridge navigation system is generally connected to

1.Autopilot
2.Radar
3.Gyro
4.Position fixing systems
5.ECDIS
6.Power distribution system
7.Steering gear

8.AIS

9.Echo Sounder 

10.Navtex

Other inputs may be provided on different vessels.

though this system is still not mandatory but its still very useful in reducing workload of officer of watch. Providing a centralized control of the vessel navigation equipments helps to act OOW in quick and can say in no time with respect to current traditional navigation.

This system do have some drawbacks as all other systems like over reliance may lead to a catastrophic situation. If any of the input sensor is faulty it will result in faulty information.

After all the visual lookout,cross checking of informations and if not paperless position verification on paper charts must be carried out to keep vessel safe and efficient.

E-Navigation

What is e-navigation???

As defined by IMO:-
e-navigation is the harmonized collection, integration, exchange, presentation and analysis of marine information on board and ashore by electronic means to enhance berth to berth navigation and related services for safety and security at sea and protection of the marine environment.


e-Navigation is a Strategy developed by the International Maritime Organization (IMO), a UN specialized agency, to bring about increased safety of navigation in commercial shipping through better organization of data on ships and on shore, and better data exchange and communication between ships and the ship and shore. The concept was launched when maritime authorities from seven nations requested the IMO’s Maritime Safety Committee to add the development of an e-navigation strategy to the work programs of the IMO's NAV and COMSAR sub-committees. Working groups in three sub-committees (NAV, COMSAR and STW) and an intersessional correspondence group, led by Norway, has subsequently developed a Strategy Implementation Plan (SIP). Member states of IMO and a number of Intergovernmental and non-governmental organisations have contributed to the work, including theInternational Hydrographic Organization (IHO), Comité International Radio-Maritime (CIRM),the International Association of Lighthouse Authorities (IALA), the International Chamber of Shipping (ICS), the Baltic and International Maritime Council (BIMCO) and the International Electrotechnical Commission(IEC)

Benefits of e-navigation:

• Standardize bridge design which globally enhances the opportunity to work cross-border, improves efficiency in training and reduces material cost. Similarities between nations and vessels would also increase efficiency and improve safety.
• Reduce barriers of trade through reduction of local solutions and bureaucracy.
• Reduce the risk of accidents and incidents.

For Coastal states, Flag states and Port states e-navigation will:

• Improve efficiency in training, certification and supervision;
• Improve situational awareness by providing easy access to standard and reliable information;
• Improve efficiency in supervision, coordination, control, as well as coordination and information;
• Reduce the risk of accidents and incidents through efficient use of VTS services.

For branches, organizations and industry e-navigation will:

• Provide flexibility with regards to training and rotation as standardization would lead to a more efficient market for standardized bridge products;
• Simplify reporting and thereby reducing the workload for operations;
• Improve safety for own fleet;
• Improve situational awareness for bridge personnel and thereby improving the speed and efficiency of decision making;
• Increase navigational safety in VTS regulated areas;
• Provide a direction for product development to a wide market;
• Provide opportunity for new products and solutions;

For ship borne users e-navigation will:

• Simplify daily work and training;
• Improve human-machine interface, usability, familiarity and navigational safety;
• Improve time-saving and efficiency on board by providing easier access to information, thereby improving the response time/problem solving abilities of bridge personnel;
• Improved navigational safety by reducing the administrative workload;
• Improve confidence in the use of navigational equipment;
• Enhance the quality, accuracy and reliability of information, thereby improving situational awareness and navigational safety;
• Provide easy access to need-to-know information in a user friendly single window;
• Improve familiarity with systems through standardization;
• Improve service and safety in VTS-regulated areas by providing easy access to available services and warnings
• Reduce bureaucracy and thereby support more efficient use of bridge resources;
• Reduce the risk of accidents;