Bahamas M

B98
Issue Date: 14 March 2007

Contact: tech@bahamasmaritime.com 1 of 2 Revision no.00
www.bahamasmaritime.com

BMA INFORMATION BULLETIN No. 98

SERVICING OF MARINE EVACUATION SYSTEMS,
INFLATABLE LIFERAFTS, INFLATED RESCUE BOATS,
INFLATABLE LIFEJACKETS AND HYDROSTATIC RELEASE UNITS

Guidance and Instructions for Ship-owners, Managers, Masters, Bahamas
Recognised Organisations and Bahamas Approved Nautical Inspectors

Note: This Bulletin replaces Instructions to Classification Societies No. 2 and is
to be read in conjunction with IMO Circular MSC/Circ 955.

1. Introduction

This Bulletin gives guidance relating to the servicing of marine evacuation
systems, inflatable liferafts, inflated rescue boats, inflatable lifejackets and
hydrostatic release units

2. Harmonised System

The servicing intervals of life saving appliances for ships may be carried
out in line with the terms of the Harmonised System of Survey and
Certification (HSSC) annual, periodical and renewal survey, in accordance
with the allowance described in IMO Circular MSC/Circ 955.

3. Service Intervals

3.1. SOLAS Chapter III requires that inflatable liferafts, inflatable lifejackets,
marine evacuation systems, inflated rescue boats and hydrostatic release
units (other than disposable hydrostatic release units) be serviced at
intervals not exceeding 12 months.

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3.2. The above service interval may be increased by up to 5 months if the
vessel trades to ports where there are no approved service stations.

3.3. If a vessel is operating under the HSSC, Recognised Organisations are
permitted to extend the servicing interval in line with the relevant annual or
periodical survey window i.e. 12 months +/- 3 months, up to a maximum of
18 months from the last date of servicing without reference to the BMA.

3.4. In considering any extension due regard shall be given to dated
components which may expire during this extension period. Otherwise,
extensions shall be in line with the specified SOLAS allowances.

4. Marine Evacuation Systems deployment

High Speed Craft Code Section 8 requires in addition to the above, that
each Marine Evacuation Systems shall be deployed on a rotational basis
at least once every six years.

5. Extensions to Servicing Intervals

5.1. Recognised Organisations are authorized to consider applications for
extension of servicing of inflatable life saving equipment without reference
to the BMA.

5.2. When considering applications for extension in service intervals
Recognised Organisations must verify that the justification for the
extension is reasonable. The period of the extension shall be limited to
that considered reasonable to carry out the required servicing and / or
survey completion.

B87
Issue Date: 12 April 2007
Contact: tech@bahamasmaritime.com 1 of 4 Revision no 01


SAFETY OF LIFEBOAT ONLOAD RELEASE GEAR


Note: This Bulletin supersedes the previous BMA Information Bulletin No. 87 and is to
be read in conjunction with BMA Information Bulletin No. 72 and IMO Circulars
MSC/Circ.1206

1. Introduction

This Bulletin gives guidance on the approach of The Bahamas to the amended
SOLAS Regulation III/20 and the associated IMO Circular MSC/Circ.1206. It is
issued to support BMA Information Bulletin no. 72 pending further discussions
at IMO.

2. Background

2.1 The issue of lifeboat safety remains a significant concern and the Maritime
Safety Committee of the International Maritime Organisation has, following
discussions in MSC 81 of June 2006, issued IMO Circular MSC/Circ.1206
Measures to Prevent Accidents with Lifeboats

2.2 This Circular is intended to clarify the policy adopted by the BMA in response to
these two important circulars, in the light of on-going discussion at IMO which
may mandate amendments to SOLAS in future.

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3. Amended SOLAS Regulations III/20.3.3 & III/20.11

3.1 SOLAS Regulation III/20.3.3

This Regulation refers to maintenance, testing and inspection of all life-saving
equipment and requires that these activities where they relate to lifeboats,
launching appliances and on-load release gear are carried out as described
below. It must be noted that specific requirements regarding annual thorough
examination and testing of launching appliances and on-load release gear are
contained within SOLAS Regulation III/20.11.

3.2 SOLAS Regulation III/20.11

3.2.1 This Regulation refers specifically to verification of periodic service activities
and annual thorough examination of lifeboat launching appliances and on-load
release gear. The regulation requires that the examination is to be performed at
the time of the annual Safety Equipment survey by properly trained personnel
familiar with the system.

3.2.2 For the purposes of this Regulation the BMA considers that properly trained
personnel familiar with the system may be:
representatives of the manufacturer, or:
i. representatives of an organisation authorised or certified by the
manufacturer, or;
ii. representatives of an organisation authorised under the provisions of
paragraph 9 of Annex 1 of IMO Circular MSC/Circ/.1206, or;
iii. other competent persons
1
appointed by the Company in accordance with
paragraph 6 below.

4. Status of MSC/Circ.1206

4.1 SOLAS Regulation III/20.3.1 states that maintenance, testing and
inspections shall be carried out based on the guidelines (IMO Circular
MSC/Circ.1206) and, while guidelines are not mandatory, the BMA expects that
they will be utilised by competent persons and strongly recommends their use
(as far as practicable) to all Companies which operate Bahamas ships.

4.2 Following the guidelines of IMO Circular MSC/Circ.1206 will demonstrate that
the Company has acted responsibly in meeting the relevant Regulation.

See BMA Inforation Bulletin No. 89 for further details regarding the definition of competent person
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5. Requirements for Personnel Performing Inspection, Servicing and Repair

5.1 MSC/Circ.1206 Annex 1 paragraph 15 requires that the manufacturers
representative, or the person authorised by the manufacturer, issues a
statement of fitness for purpose of the lifeboat arrangements on completion of
repairs, thorough servicing and annual servicing.

5.2 It is noted that there are many vessels fitted with lifeboats, launching appliances
and on-load release gear where either the manufacturer is no longer available
to carry out this function or lack the capacity to meet the needs for the world-
wide fleet.

5.3 It is the intention of SOLAS Regulation III/20 as supported by IMO Circular
MSC/Circ.1206 that the manufacturer, or its authorised agent, will perform the
service, maintenance, repair, inspection and examination activities covered by
SOLAS Regulation III/20.11 and the Company is expected to engage the
manufacturer for this purpose wherever practicable.

5.4 However, in the absence of the manufacturer etc., or where service from the
manufacturer etc. cannot reasonably be obtained, these activities may be
carried out by some other competent person.

6. Authorisation of Competent Persons

6.1 It should be noted that the BMA does not authorise persons to perform the
activities of the manufacturer under Annex 1 paragraph 9 of IMO Circular
MSC/Circ.1206.

In line with the responsibilities specified in Annex 1 paragraph 6 the Company is
responsible for assessing and selecting a suitable competent person, and
appropriate procedures relating to this activity must be established within the
Safety Management System.

6.2 The Company is responsible for ensuring that the competent person carrying
out the service, maintenance, repair, and inspection and examination activities
covered by SOLAS Regulation III/20.11 is able to present the attending
Surveyor with suitable documentary evidence of competence.

6.3 The Recognised Organisation shall, as part of its survey activities and as far as
practicable, verify that the person performing inspection and testing activities
related to SOLAS Regulation III/20.11 has been certified by the manufacturer, in
accordance with Annex 1 paragraph 10, or the Company accordance with 6.1
above

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7. Records

Records of all activities relating to the referenced regulations must be retained
on board for inspection by Bahamas Approved Nautical Inspectors, Recognised
Organisation Surveyors/Auditors and Port State Control Officers.

B97


FIRE FIGHTING EQUIPMENT

Guidance and Instructions for Ship-owners, Managers, Masters,
Bahamas Recognised Organisations and Bahamas Approved Nautical
Inspectors

Note: This Bulletin supersedes the previous issued BMA Information Bulletin
No. 39 and replaces Instruction to Classification Societies Nos. 4 and 6.
This Bulletin is to be read in conjunction with IMO MSC Circulars 600,
775, 850, IMO Circular FP.1/Circ.33, IMO Resolutions A. 655 (16), A.
719 (17) and A.951 (23).

1. Introduction

This Bulletin gives guidance on the inspection, testing and survey
requirements of fixed fire fighting installations and portable fire
extinguishers.

2. General Inspection and Maintenance of Fixed Carbon Dioxide (CO2)
and Halon Gas installations

2.1. A visual inspection of all cylinders forming part of a fixed fire
extinguishing installation shall be carried out annually by a competent
person
. The inspection shall include a means of determining if any

leakage has occurred and verification that all valves, wires,
levers/pulls, pipe-work, markings and operational instructions are
maintained in a satisfactory condition.

A competent person is one who has achieved a level of technical skill (incorporating theoretical knowledge and practical
experience) to be able to complete a task or activity safely and to the specified standard. Refer to BMA Information Bulletin No.
89
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2.2. The Company shall ensure that the inspection and maintenance of the
whole system meets the requirements of the Recognised Organisation
and any recommendations of the installation supplier. Any aspect of
the testing and maintenance of the system which is assessed by the
Company (as defined in the ISM Code) to be beyond the competence
of the Companys and ships personnel shall be carried out by a
competent specialist maintenance firm.

2.3. Where the fixed installation is under maintenance and inoperable,
alternative arrangements shall be made for dealing with fires in the
protected spaces. Proposals for such alternative arrangements must
be agreed with the Recognised Organisation and the BMA.

3. Hydrostatic Pressure Testing of Carbon Dioxide and Halon Gas
cylinders

3.1. All cylinders are to be hydrostatically tested after twenty (20) years
from the date of manufacture, and every five (5) years thereafter. A
record of the hydraulic pressure test must be legibly marked on the
cylinders.

3.2. Any cylinder which has been discharged, or has a reduction in
pressure of 10% or more from its original pressure as stamped on the
cylinder, or shows signs of external corrosion, must be inspected,
hydrostatically tested and replaced or recharged.

3.3. With regard to potential leakage and losses to atmosphere in the
course of Halon transfer, and the limited availability of Halon reception
facilities, periodical hydrostatic testing of cylinders containing Halon
Gas may be waived on application to the BMA. This is subject to a
satisfactory alternative inspection, to be proposed by a Bahamas
Recognised Organisation.

3.4. Low Pressure CO2 systems may be exempted from hydrostatic
pressure testing, subject to the following:
i The tank is to be constructed of a material which is not
ordinarily prone to corrosion (e.g. Stainless Steel, Aluminium
or similar), and
ii Fittings and inspection of the tank are in accordance with
Classification Society requirements, and
iii Documentary evidence to show that the tank and associated
systems have been inspected and serviced annually. Annual
inspection should include removal of insulation and sample
inspection in way of pipes and fittings. The insulation and
vapour barrier is to be properly reinstated, and
iv The tank shall not be exposed to extremes of temperature or
pressure. Such exposure will cause the inspection and testing
regime to be reviewed. The BMA is to be notified in such
cases.
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4. Specific Requirements for Halon Gas

The Bahamas Maritime Authority notes the internationally-agreed
detrimental effect that the release of Halon has on the atmosphere but
recognizes that there are existing ships which have Halon installed for
fire extinguishing purposes. This guidance note takes into account the
contents of the Montreal Protocol, IMO Resolutions A. 655 (16) and A.
719 (17) and guidance in IMO MSC Circulars 600 and 775.

4.1. New Installations

In accordance with the provisions of SOLAS Chapter II-I on the
installation of fire extinguishing systems using Halon 1211, 1301 and
2402 and perfluorocarbons, such system is prohibited on all new
buildings. New installations on existing vessels are also prohibited.

4.2. Discharge or Loss of Pressure of Existing Halon Gas cylinder

4.2.1. In the event of the discharge or loss of pressure of the Halon Gas
cylinders the BMA will accept the replenishment of the used cylinders
which remain in satisfactory condition.

4.2.2. The safety of the vessel and its crew remains paramount and if Halon
Gas is not readily available, the ship will be required to ensure that the
affected space has adequate fire fighting capability prior to departure
from port. The adequacy of any temporary arrangement shall be to the
satisfaction of the Recognised Organisation and the BMA, taking into
account the relevant guidance in IMO MSC Circular.775.

4.3. Phase out of Halon Gas

4.3.1. Currently, there is no internationally agreed date for the phasing out of
Halon however there may be local or regional regulations that impose
restrictions on the use and/or phase out of Halon. The BMA
recommends that Owners make themselves aware of these restrictions
that may be applied by the country to which the ship is trading.

4.3.2. Owners of ships with existing Halon systems should note that the
worldwide stock of Halon (see IMO Circular FP.1/Circ.33 for details of
the available facilities) is diminishing and it is strongly recommended
that a plan is implemented for the replacement the Halon system
onboard.

4.3.3. Details of any proposed replacement of a system containing Halon
must be forwarded to the Recognised Organisation.
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5. Alternative Fixed Gas Fire Fighting Media

5.1. Alternative fire fighting systems referred to in SOLAS Chapter II-2, and
the IGC Code for protection of machinery and accommodation spaces,
pump rooms and cargo spaces may be fitted on board ships, subject to
the approval, including any attached conditions, of a Bahamas
Recognised Organisation or Contracting Government. The BMA shall
receive prior notification of intention to fit an alternative system which
has not been previously accepted by the BMA.

5.2. The BMA accepts the use of NOVEC 1230 and FM 200 (non-
asphyxiating) fire extinguishing agents in machinery spaces for which
no specific provisions for fire-extinguishing appliances are prescribed
under the provisions of SOLAS Chapter II-2 requirements, subject to
conditions (to be agreed on a case by case basis) appropriate to the
space in question and provided that the space is not connected to an
accommodation space.

5.3. In the case of alternative fire extinguishing arrangements in cargo
spaces under the provisions of SOLAS Chapter II-2 requirements,
arrangements may be evaluated and an exemption certificate may be
issued, subject to relevant conditions and in conjunction with a list of
specified cargoes as appropriate, without reference to the BMA.

6. Portable Fire Extinguishers

In determining the requirements for portable fire extinguishers,
Recognised Organisations are directed to IMO Resolution A.951 (23),
MSC Circular 850 and the International Code for Fire Safety Systems
(FSS Code) Chapter 4.

7. Examination and Testing of Portable Fire Extinguishers

7.1. All extinguishers shall be examined annually by a qualified and
experienced competent person and records of the examinations shall
be retained on board.

7.2. The containers of permanently pressurised fire extinguishers,
propellant bottles of non-pressurised extinguishers and other
extinguishers must be hydraulically pressure tested at intervals of ten
(10) years. Containers of non-pressurised extinguishers shall also be
tested at intervals of ten (10) years.

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7.3. If the loss of gas from a carbon dioxide extinguisher or propellant bottle
of any other type of extinguisher exceeds by 10% of the original charge
as stamped on the extinguisher or bottle, the extinguisher or bottle
must be inspected and recharged. Any extinguisher or bottle which has
excessive corrosion shall be replaced.

8. Number of Portable Fire Extinguishers and Spare Charges

8.1. The number of portable fire extinguishers required by SOLAS Chapter
II-2 is the number required to satisfy Classification Society rules but in
no case less than five (5) for ships of 1000 gross tonnage and
upwards.

8.2. The minimum number of spare charges carried on board for portable
extinguishers shall be in accordance with SOLAS Chapter II-2, namely:
i 100% for the first 10 extinguishers; and
ii 50% for the remaining extinguishers up to a maximum of 60.

8.3. Additional extinguishers of the same type and capacity shall be carried
in lieu of spare charges for any extinguishers which cannot be charged
on board ship.

8.4. Instructions for recharging extinguishers shall be carried on board ship
and refills shall be of a type approved by the manufacturer of the
extinguisher.

9. Additional Survey Requirements

9.1 In surveying the safety equipment on a vessel, Recognised
Organisations shall verify that:
i all fire fighting equipment has been inspected and maintained
in accordance with the manufacturers instructions and the
foregoing requirements;
ii the manufacturers maintenance instructions are on board;
iii records of inspections, maintenance and pressure tests are
maintained; and
iv spare charges are provided in accordance with paragraphs
10.2 and 10.3.

9.2 Recognised Organisations shall refer, with relevant recommendations,
any Bahamian ship which does not satisfy any of the foregoing
requirements to the BMA prior to the issue or endorsement of a Cargo
Ship Safety Equipment Certificate, Passenger Ship Safety Certificate or
any other statutory certificate that relates to safety equipment (e.g.
MODU/MOU certificates).

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10. Records

Records shall be maintained onboard of:
i annual inspections,
ii other maintenance and testing,
iii deficiencies identified and corrective actions performed.

B100


WIRES FOR LIFEBOAT FALLS AND APPLIANCE-LAUNCHED
LIFERAFTS


Note: This Bulletin replaces Instruction to Classification Societies no. 18 and is
to be read in conjunction with IMO Circulars MSC/Circ.1205,
MSC/Circ.1206, MSC/Circ.1215 and IMO Resolutions MSC.216 (82) and
MSC.218 (82).

1. Introduction

This Bulletin is intended to give guidance on the maintenance and
renewal of wires for lifeboat falls and appliance-launched liferafts.

2. Turning Wires End-for-end

2.1. Until 01 July 2008, SOLAS Chapter III required that wires are turned
end-for-end at intervals of not more than 30 months and renewed after
no more than 5 years.

2.2. When wires are turned end-for-end special attention must be paid to
the method of joining and terminating wires. The Bahamas Maritime
Authority (BMA) recognises that there are a number of alternative
methods that can be used to form these terminations and that the
suitability of each type of connection for the intended service is varied.
Managers shall ensure the correct method of joining and terminating
the wires taking into consideration any design or manufacturers
requirements.

B100

3. Periodic Inspection

3.1. The Bahamas gives effect to the early implementation of the IMO
Resolution MSC 216(82) amendment to SOLAS Regulation III/20.4.1
and 20.4.2 in respect of requirements for the falls used in launching to
be inspected periodically (i.e. at least annually) with special regard for
areas passing through sheaves, as an equivalence to the existing
requirements until 01 July 2008.

3.2. This acceptance of the periodic inspection is on the basis that the falls
will be renewed when necessary due to deterioration of the falls or at
intervals of not more than 5 years, whichever is earlier.

3.3. The periodic inspection shall be carried out by competent persons
1

within the window before, or at the time of, the Safety Equipment
survey.

4. Requirements for Periodic Inspections

4.1. The periodic inspection of every wire shall at least comply with the
following specification:
i. The survival craft must be lowered to the water, or the wire
otherwise paid out, such that the wire bears no weight and there is
no more than one layer left on the drum. The wire shall then be
cleaned to facilitate a general inspection of its condition.
ii. The stationary parts of the wire, i.e. parts resting on or within
sheaves and locking devices, must be given particularly close
attention during that inspection.
iii. Once the wire is clean it must be verified as free from corrosion and
that grease had penetrated the whole wire.
iv. After satisfactory inspection an approved type of grease shall be re-
applied and the wire re-wound on the drum as recommended by the
manufacturer.

4.2. Wires found with corrosion or deterioration to the extent that their
strength is compromised must be replaced, not turned end for
end. Further information is available in IMO Circular MSC/Circ.1205.

1
See BNA !nformation Bulletin No. 89 for further information on the definition of a competent
person".
B100

5. Stainless Steel Falls

5.1. Where no service life for marine use is specified by the manufacturer
stainless steel falls are subject to the same requirements as galvanised
steel falls.

5.2. Where the manufacturers stated service life for marine use exceeds
five years the wire may be retained in use for the stated period subject
to being turned end for end as specified by the manufacturers or to
periodic inspections as set out in 2.1 and 3.

6. Record Keeping

6.1. Instructions, maintenance and record keeping shall be implemented
through either, the ship's instructions for on-board maintenance of life
saving appliances, or a planned maintenance system which meets the
requirements of SOLAS Chapter III.

6.2. Records must clearly state whether end for end turning or annual
periodical inspection has been carried out. The renewal of falls at the
required intervals (according to the maintenance procedure adopted)
must be included. These records must be verified by the surveyor
attending for the Safety Equipment Survey.

B72
Contact: tech@bahamasmaritime.com 1 of 5 Revision No.01


ENHANCING LIFEBOAT SAFETY DURING ABANDON SHIP DRILLS


Note: This Bulletin supersedes the previous BMA Information Bulletin No. 72 and
replaces BMA Instruction to Classification Societies No. 21. The Bulletin should
be read in conjunction with BMA Information Bulletin No. 87 and IMO Circulars
MSC/Circ.1207 and MSC/Circ.1206

1. Introduction

This Bulletin is intended to give additional guidance on enhancing safety during
launching of lifeboats at abandon ship drills and the relationship between ISM
and lifeboat safety.

2. General

2.1. The issue of lifeboat safety remains high on the agenda at the International
Maritime Organisation (IMO) and a significant amount of information has been
issued to assist Companies in enhancing safety when conducting abandon ship
drills with lifeboats.

2.2. These documents should already have been incorporated into Safety
Management Systems (SMS) and the contents must be fully implemented
wherever practicable.

B72

3. Important Factors for Enhanced Safety

3.1. It is not the intention of this bulletin to repeat the contents of IMO documents but
important points are:
maintenance and inspections must be carried out by a competent
person
1
to procedures that reflect the manufacturers instructions;
maintenance and inspections must be recorded to provide objective
evidence that these have been carried out according to manufacturers
instructions;
the quality of crew training and familiarisation are directly affected by
the frequency and quality of the drills carried out;
planning is essential to ensure drills are performed safely;
drills should be realistic but must not be hurried when familiarization or
other training is taking place;
a crew debrief after each drill is essential to emphasise lessons learned
or to give additional training where necessary

3.2. In view of the need to safely verify satisfactory operation of lifeboat launching
equipment which is not in frequent use, it is recommended that during abandon
ship drills the lifeboats are initially lowered and recovered without any crew on
board.

3.3. The guidelines for simulated launching of free fall lifeboats contained in IMO
Circular MSC/Circ.1206 should be brought to the attention of ships crew, where
applicable and used, where allowed for in SOLAS, to ensure crew
familiarisation with limited risk. However, manufacturers instructions take
precedence over the generic procedure contained in that circular.

3.4. Companies are also reminded that The Bahamas has given effect to the early
implementation of the SOLAS amendments, as set out in IMO Circular
MSC/Circ.1207, for Bahamas vessels and any other vessels which may call at
ports in the Bahamas.

3.5. Careful observation of the lifeboat during every recovery operation should be
made, in particular when near the davit heads as the boat may swing on a short
pendulum during the later stages of recovery. This may happen when the
speed of the winch is slowed or the boat is run out in order to ensure proper
return to the davits or run out to the embarkation position after an empty
deployment, such as referred to in paragraph 3.2 above.

1
See BMA Information Bulletin No. 89 for further details regarding the definition of competent person
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4. Causes of Accidents

4.1. Lifeboat accidents have been attributed to seven categories of failure:

failure of on-load release gear (OLR)
inadvertent operation of on load release mechanism
inadequate maintenance of lifeboats, davits and launching equipment
communication failure
lack of familiarity with lifeboats, davits, equipment and associated
controls
unsafe practices during lifeboat drills and inspections
design faults other than on load release

4.2. The report of an investigation into a fatal accident on a Bahamas ship revealed
that all of the above were factors. It recognised the diversity in OLR types on
different vessels and recommended comprehensive crew training at the earliest
opportunity after joining, even for persons who may not ordinarily be required to
operate the on-load release gear.

4.3. Inadvertent operation, or incomplete engagement of the locking mechanism
prior to hoisting, is of particular concern as a clear result of the dangers of crew
unfamiliarity with OLR. Consequently it is recommended that, where possible, a
working model of the OLR is carried on board for training purposes. In one case
where a working model was unavailable a generic training video was supplied
which also covered the specific equipment on board that ship.

4.4. In addition to the above factors the effects of crew fatigue should be considered.
Drills must be carefully planned to take into account the voyage requirements,
loading and unloading operations, weather conditions etc. in order to identify the
most suitable opportunity for an alert crew to carry out the drill.

5. Accident Reporting

Accidents involving lifeboats continue to occur and the BMA requires full details
of any accident in order to identify and recommend improvements to equipment,
onboard management or industry practices. Companies are urged to report all
accidents and near misses, whether resulting in personal injury or not, so that
valid information can be gathered to identify new or on going problems with
survival craft and their launching appliances.

B72

6. Abandon Ship Drill and Launching Requirements

6.1. Abandon ship drills, launching and manoeuvring of lifeboats, including rescue
boat and free fall boats, shall be carried out in accordance with the SOLAS
requirements.

6.2. For free-fall lifeboats from high-launch heights the provisions of IMO Circular
MSC/Circ.1207 apply.

7. Conducting Drills at the Required Times

7.1. The BMA has received applications for exemption from the requirement to carry
out lifeboat launching during abandon ship drills. However, exemption for the
maximum period allowable under SOLAS may result in the drill not being
carried out at the next available opportunity.

7.2. Noting the value of drills for crew familiarization and training, exemptions from
this requirement will not normally be granted. However, in noting the potential
hazards associated with conducting drills in unsuitable conditions the BMA
accepts that the Master may use his professional judgement to either:

modify the drill to suit the circumstances of weather, location and vessel
operational requirements, or
postpone the drill until the earliest opportunity when circumstances are
suitable for the drill to be carried out.

7.3. Full details of planned drills, whether carried out or not, must be entered into the
Official Log Book with reasons for the modification or postponement (if
applicable). Such written evidence is accepted by the BMA as valid reason for
not carrying out abandon ship drills at the required intervals.

7.4. Every effort should be made to carry out the required drills at the earliest
reasonable opportunity, although the BMA recognises that the ship should not
be unduly delayed or deviate from its intended voyage in order to do so.

8. Davit Winch Brake Remote Release Gear Equivalent Arrangement

8.1. A number of accidents have involved difficulties with lifeboat davit brake remote
release arrangements e.g. snagging of wires resulting in non-operation. As a
consequence some Companies have lost confidence in the reliability of these
systems and have proposed replacing the remote release with alternative
manual arrangements.

8.2. The BMA has accepted such applications provided that an officer responsible
for overseeing the lowering of a lifeboat is in:
B72

constant two way UHF radio communication with the responsible
person in the lifeboat;
direct line of sight of the lifeboat;
direct contact with the person operating the local davit winch brake
release, if applicable.

9. Lifeboat Safety and ISM Audits

9.1. The ISM Code requires that Companies maintain ships to relevant rules and
regulations. The BMA requires that all Companies incorporate all IMO guidance
relating to lifeboat safety into their Safety Management System, and maintain
proper documentation and records relating to the performance of safe
maintenance and inspection.

9.2. At ISM audits Bahamas Recognised Organisations are required to verify that
the following are available on board:

manufacturers instructions and recommendations
the Companys procedures for maintenance and inspection
records of lifeboat drills
records of inspection and maintenance of equipment, including details
of the competent persons undertaking the activity

Failure to maintain any of these documents is considered to be an ISM non-
conformity and must be specially reported to the BMA.

Bahamas M

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B98

Issue Date: 14 March 2007

. The inspection shall include a means of determining if any

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