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B98Issue Date: 14 March 2007

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 isto be read in conjunction with IMO Circular MSC/Circ 955.

1. Introduction

This Bulletin gives guidance relating to the servicing of marine evacuationsystems, 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 carriedout in line with the terms of the Harmonised System of Survey andCertification (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 atintervals not exceeding 12 months.

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3.2. The above service interval may be increased by up to 5 months if thevessel 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 orperiodical survey window i.e. 12 months +/- 3 months, up to a maximum of18 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, thateach 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 forextension of servicing of inflatable life saving equipment without referenceto the BMA.

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

survey completion.

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B87Issue Date: 12 April 2007

Contact: [email protected] 1 of 4 Revision no 01www.bahamasmaritime.com


SAFETY OF LIFEBOAT ONLOAD RELEASE GEAR

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

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 CircularsMSC/Circ.1206

1. Introduction

This Bulletin gives guidance on the approach of The Bahamas to the amendedSOLAS Regulation III/20 and the associated IMO Circular MSC/Circ.1206. It isissued to support BMA Information Bulletin no. 72 pending further discussionsat IMO.

2. Background

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

2.2 This Circular is intended to clarify the policy adopted by the BMA in response tothese two important circulars, in the light of on-going discussion at IMO whichmay 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-savingequipment and requires that these activities where they relate to lifeboats,launching appliances and on-load release gear are carried out as describedbelow. It must be noted that specific requirements regarding annual thoroughexamination and testing of launching appliances and on-load release gear arecontained within SOLAS Regulation III/20.11.

3.2 SOLAS Regulation III/20.11

3.2.1 This Regulation refers specifically to verificationof periodic service activitiesand annual thorough examinationof lifeboat launching appliances and on-loadrelease gear. The regulation requires that the examination is to be performed at

the time of the annual Safety Equipment survey by properly trained personnelfamiliar with the system.

3.2.2 For the purposes of this Regulation the BMA considers that properly trainedpersonnel familiar with the system may be:representatives of the manufacturer, or:

i. representatives of an organisation authorised or certified by themanufacturer, or;

ii. representatives of an organisation authorised under the provisions ofparagraph 9 of Annex 1 of IMO Circular MSC/Circ/.1206, or;

iii. other competent persons1 appointed by the Company in accordance withparagraph 6 below.

4. Status of MSC/Circ.1206

4.1 SOLAS Regulation III/20.3.1 states that maintenance, testing andinspections shall be carried out based on the guidelines (IMO CircularMSC/Circ.1206) and, while guidelines are not mandatory, the BMA expects thatthey 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 thatthe 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 manufacturersrepresentative, or the person authorised by the manufacturer, issues astatement of fitness for purpose of the lifeboat arrangements on completion ofrepairs, thorough servicing and annual servicing.

5.2 It is noted that there are many vessels fitted with lifeboats, launching appliancesand on-load release gear where either the manufacturer is no longer availableto 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 CircularMSC/Circ.1206 that the manufacturer, or its authorised agent, will perform theservice, maintenance, repair, inspection and examination activities covered bySOLAS 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 themanufacturer etc. cannot reasonably be obtained, these activities may becarried 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 theactivities of the manufacturer under Annex 1 paragraph 9 of IMO CircularMSC/Circ.1206.

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

6.2 The Company is responsible for ensuring that the competent person carryingout the service, maintenance, repair, and inspection and examination activitiescovered by SOLAS Regulation III/20.11 is able to present the attendingSurveyor 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 activitiesrelated to SOLAS Regulation III/20.11 has been certified by the manufacturer, inaccordance with Annex 1 paragraph 10, or the Company accordance with 6.1above

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7. Records

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

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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 fireextinguishers.

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 competentperson . 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 aremaintained in a satisfactory condition.

A competent person is one who has achieved a level of technical skill (incorporating theoretical knowledge and practicalexperience) 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 thewhole system meets the requirements of the Recognised Organisationand any recommendations of the installation supplier. Any aspect of

the testing and maintenance of the system which is assessed by theCompany (as defined in the ISM Code) to be beyond the competence

of the Companys and ships personnel shall be carried out by acompetent 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 mustbe 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. Arecord of the hydraulic pressure test must be legibly marked on the

cylinders.

3.2. Any cylinder which has been discharged, or has a reduction inpressure of 10% or more from its original pressure as stamped on thecylinder, 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 thecourse of Halon transfer, and the limited availability of Halon receptionfacilities, periodical hydrostatic testing of cylinders containing HalonGas may be waived on application to the BMA. This is subject to a

satisfactory alternative inspection, to be proposed by a BahamasRecognised Organisation.

3.4. Low Pressure CO2 systems may be exempted from hydrostaticpressure testing, subject to the following:

i The tank is to be constructed of a material which is notordinarily prone to corrosion (e.g. Stainless Steel, Aluminium

or similar), andii Fittings and inspection of the tank are in accordance with

Classification Society requirements, and

iii Documentary evidence to show that the tank and associatedsystems have been inspected and serviced annually. Annual

inspection should include removal of insulation and sampleinspection in way of pipes and fittings. The insulation andvapour barrier is to be properly reinstated, and

iv The tank shall not be exposed to extremes of temperature orpressure. Such exposure will cause the inspection and testing

regime to be reviewed. The BMA is to be notified in suchcases.

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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 butrecognizes that there are existing ships which have Halon installed forfire 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 newbuildings. 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 Gascylinders the BMA will accept the replenishment of the used cylinderswhich 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 theaffected space has adequate fire fighting capability prior to departurefrom port. The adequacy of any temporary arrangement shall be to thesatisfaction 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 ofHalon however there may be local or regional regulations that impose

restrictions on the use and/or phase out of Halon. The BMArecommends that Owners make themselves aware of these restrictionsthat 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 ofthe available facilities) is diminishing and it is strongly recommendedthat a plan is implemented for the replacement the Halon system

onboard.

4.3.3. Details of any proposed replacement of a system containing Halonmust 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 tothe approval, including any attached conditions, of a BahamasRecognised Organisation or Contracting Government. The BMA shallreceive prior notification of intention to fit an alternative system whichhas 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 prescribedunder the provisions of SOLAS Chapter II-2 requirements, subject to

conditions (to be agreed on a case by case basis) appropriate to thespace in question and provided that the space is not connected to anaccommodation 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 beissued, 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 andexperienced 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 otherextinguishers must be hydraulically pressure tested at intervals of ten

(10) years. Containers of non-pressurised extinguishers shall also betested at intervals of ten (10) years.

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7.3. If the loss of gas from a carbon dioxide extinguisher or propellant bottleof any other type of extinguisher exceeds by 10% of the original chargeas stamped on the extinguisher or bottle, the extinguisher or bottle

must be inspected and recharged. Any extinguisher or bottle which hasexcessive 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 inno case less than five (5) for ships of 1000 gross tonnage andupwards.

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; andii 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 chargedon board ship.

8.4. Instructions for recharging extinguishers shall be carried on board shipand refills shall be of a type approved by the manufacturer of theextinguisher.

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 theforegoing requirements;

ii the manufacturers maintenance instructions are on board;

iii records of inspections, maintenance and pressure tests aremaintained; and

iv spare charges are provided in accordance with paragraphs10.2 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 CargoShip Safety Equipment Certificate, Passenger Ship Safety Certificate orany 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.

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Contact: [email protected] 1 of 3 Revision no.00www.bahamasmaritime.com


WIRES FOR LIFEBOAT FALLS AND APPLIANCE-LAUNCHEDLIFERAFTS


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

1. Introduction

This Bulletin is intended to give guidance on the maintenance andrenewal 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 turnedend-for-end at intervals of not more than 30 months and renewed afterno more than 5 years.

2.2. When wires are turned end-for-end special attention must be paid tothe method of joining and terminating wires. The Bahamas MaritimeAuthority (BMA) recognises that there are a number of alternativemethods 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 terminatingthe wires taking into consideration any design or manufacturersrequirements.

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3. Periodic Inspection

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

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

3.3. The periodic inspection shall be carried out by competent persons1within the window before, or at the time of, the Safety Equipmentsurvey.

4. Requirements for Periodic Inspections

4.1. The periodic inspection of every wire shall at least comply with thefollowing 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 isno more than one layer left on the drum. The wire shall then becleaned to facilitate a general inspection of its condition.

ii. The stationary parts of the wire, i.e. parts resting on or withinsheaves 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 themanufacturer.

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

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5. Stainless Steel Falls

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

5.2. Where the manufacturers stated service life for marine use exceedsfive years the wire may be retained in use for the stated period subjectto being turned end for end as specified by the manufacturers or toperiodic inspections as set out in 2.1 and 3.

6. Record Keeping

6.1. Instructions, maintenance and record keeping shall be implementedthrough either, the ship's instructions for on-board maintenance of life

saving appliances, or a planned maintenance system which meets therequirements of SOLAS Chapter III.

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

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Contact: [email protected] 1 of 5 Revision No.01www.bahamasmaritime.com


ENHANCING LIFEBOAT SAFETY DURING ABANDON SHIP DRILLS


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

1. Introduction

This Bulletin is intended to give additional guidance on enhancing safety duringlaunching 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 InternationalMaritime Organisation (IMO) and a significant amount of information has beenissued to assist Companies in enhancing safety when conducting abandon shipdrills with lifeboats.

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

wherever practicable.

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3. Important Factors for Enhanced Safety

3.1. It is not the intention of this bulletin to repeat the contents of IMO documents butimportant points are:

maintenance and inspections must be carried out by a competentperson1 to procedures that reflect the manufacturers instructions;

maintenance and inspections must be recorded to provide objectiveevidence that these have been carried out according to manufacturersinstructions;

the quality of crew training and familiarisation are directly affected bythe 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 orother training is taking place;

a crew debrief after each drill is essential to emphasise lessons learnedor to give additional training where necessary

3.2. In view of the need to safely verify satisfactory operation of lifeboat launchingequipment which is not in frequent use, it is recommended that during abandonship drills the lifeboats are initially lowered and recovered without any crew onboard.

3.3. The guidelines for simulated launching of free fall lifeboats contained in IMOCircular MSC/Circ.1206 should be brought to the attention of ships crew, whereapplicable and used, where allowed for in SOLAS, to ensure crewfamiliarisation 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 earlyimplementation of the SOLAS amendments, as set out in IMO CircularMSC/Circ.1207, for Bahamas vessels and any other vessels which may call atports in the Bahamas.

3.5. Careful observation of the lifeboat during every recovery operation should bemade, in particular when near the davit heads as the boat may swing on a shortpendulum during the later stages of recovery. This may happen when thespeed of the winch is slowed or the boat is run out in order to ensure properreturn to the davits or run out to the embarkation position after an empty

deployment, such as referred to in paragraph 3.2 above.

1See 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 associatedcontrols

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 revealedthat all of the above were factors. It recognised the diversity in OLR types on

different vessels and recommended comprehensive crew training at the earliestopportunity after joining, even for persons who may not ordinarily be required tooperate the on-load release gear.

4.3. Inadvertent operation, or incomplete engagement of the locking mechanismprior to hoisting, is of particular concern as a clear result of the dangers of crewunfamiliarity with OLR. Consequently it is recommended that, where possible, aworking model of the OLR is carried on board for training purposes. In one casewhere a working model was unavailable a generic training video was suppliedwhich 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 themost 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 detailsof any accident in order to identify and recommend improvements to equipment,onboard management or industry practices. Companies are urged to report allaccidents and near misses, whether resulting in personal injury or not, so thatvalid information can be gathered to identify new or on going problems withsurvival craft and their launching appliances.

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6. Abandon Ship Drill and Launching Requirements

6.1. Abandon ship drills, launching and manoeuvring of lifeboats, including rescueboat 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 CircularMSC/Circ.1207 apply.

7. Conducting Drills at the Required Times

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

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

modify the drill to suit the circumstances of weather, location and vesseloperational requirements, or

postpone the drill until the earliest opportunity when circumstances aresuitable for the drill to be carried out.

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

7.4. Every effort should be made to carry out the required drills at the earliestreasonable opportunity, although the BMA recognises that the ship should notbe 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 remoterelease arrangements e.g. snagging of wires resulting in non-operation. As aconsequence some Companies have lost confidence in the reliability of thesesystems and have proposed replacing the remote release with alternativemanual arrangements.

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

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constant two way UHF radio communication with the responsibleperson in the lifeboat;

direct line of sight of the lifeboat;

direct contact with the person operating the local davit winch brakerelease, if applicable.

9. Lifeboat Safety and ISM Audits

9.1. The ISM Code requires that Companies maintain ships to relevant rules andregulations. The BMA requires that all Companies incorporate all IMO guidancerelating to lifeboat safety into their Safety Management System, and maintainproper documentation and records relating to the performance of safemaintenance and inspection.

9.2. At ISM audits Bahamas Recognised Organisations are required to verify thatthe 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 detailsof the competent personsundertaking 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.

Documents

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