Views: 215 Author: Site Editor Publish Time: 2022-07-29 Origin: Site
Life-saving equipment is one of the important safety facilities of ships. When a ship must choose to abandon the ship for survival in a maritime accident, whether the life-saving equipment is in good technical condition and whether the crew can use the life-saving equipment correctly and skillfully will directly affect the life safety of the crew.
Therefore, life-saving equipment is often regarded as one of the must-check items in ship safety inspections. Judging from the current statistics of security inspection defects, the proportion of life-saving equipment defects is quite high. The main reason is the poor management on board, the lack of effective maintenance of life-saving equipment, and the crew's failure to master the use of life-saving equipment.
This blog summarizes the common defects of life-saving equipment, and puts forward countermeasures and suggestions for the daily maintenance and management of ship life-saving equipment.
1. The boat engine cannot be started;
2. The time required to start the boat engine is too long or it cannot be started continuously;
3. Smoke leakage from the lifeboat exhaust pipe (referring to the enclosed lifeboat);
4. The lifeboat launching device (the head of the davit, the tackle and eye plate of the davit base, the boat hook, the base of the winch, etc.) is seriously corroded, thinned and damaged;
5. The lifeboat launching device is incomplete (lack of limit switch, stuck limiter, lack of gravity brake, etc.);
6. The lifeboat equipment is lacking or in poor condition, such as the fresh water and food provided are expired, and the paddle fork and paddle of the lifeboat are lost. The non-motor boat lacks masts or sails; the lifeboat lacks maintenance and the overall condition is poor, such as a large amount of oily sewage in the lifeboat, and the overall corrosion is serious;
7. Damage to the internal components of the lifeboat, such as perforation of the fresh water tank or the oil tank of the boat, cracking of the lifeboat buoyancy box, damage to the reflective tape of the lifeboat hull, and serious corrosion of the metal support on the hull.
8. The arrangement of the control and launching mechanism at a certain position in the rescue boat is lost;
9. No remote release device is installed in the rescue boat;
10. Loss of the wire rope of the rescue boat launching device (remote release in the boat);
11. The equipment required for the rescue boat is incomplete.
It can be seen from the above defects that most of the defects are caused by the lack of daily maintenance work. Obviously, the countermeasure to reduce the defects of ship life-saving equipment is to do daily maintenance and maintenance work.
1. Every daily inspection should confirm that the fuel tank has sufficient oil volume and that the appearance is clean and free of leaks.
2. The boat engine starting system and auxiliary starting facilities should be able to start the engine within 2 minutes after the starting operation procedure is started at an ambient temperature of -15°C. During the daily inspection of the boat, the start-up test and the forward and reverse clutch test should be carried out. Manual cranks are often lost and should be confirmed before each routine inspection. Cold weather is an unfavorable factor for the start of the boat and engine. When navigating the port in cold weather, the start-up test of the boat and engine should be strengthened to prevent the boat and engine from working in an emergency.
3. It should be noted that the engine cover, cross seat or other obstacles shall not obstruct the starting device. During the daily inspection, attention should be paid to check whether the base of the boat engine is excessively corroded.
4. The engine is to be able to run for not less than 5 minutes after the lifeboat is started from water cooling. Attention should be paid to whether the smoke exhaust is normal when the boat is running continuously, and the binding condition of the heat insulation material of the exhaust pipe.
5. Lifeboat engines, transmissions and engine accessories shall be enclosed by flame retardant enclosures or other suitable devices providing similar protection. This requirement should be taken into account when replacing the housing.
6. The starting battery shall be provided with a watertight enclosure. The battery compartment should have a tight top cover with the necessary ventilation holes. Batteries used in radios must not be used to power the generator. Recharging can be from the ship's power supply, with a mains voltage not exceeding 50V, and can be disconnected at the lifeboat embarkation position, or by a solar battery charger. The charging of the lifeboat start-up battery is an important inspection content, and the charging situation should be checked during daily maintenance.
7. Air-cooled engines are to be provided with a piping system for sucking in cold air from outside the lifeboat and discharging it to the outside of the lifeboat. Manually adjustable dampers should be provided to allow cold air to be drawn in from outside the boat and discharged into the boat.
8. During the daily inspection, the spare parts and maintenance tools of the boat should be ensured to be complete and available.
9. Waterproof instructions for starting and operating the boat engine should be prepared in the boat, and posted in a conspicuous place near the boat engine start controller. This waterproof instruction is also one of the important contents of PSC inspection. Routine maintenance should ensure that this instruction is clear and usable.
1. Lifeboats/rescue boats and their boarding and launching arrangements are to be in good condition and comply with the applicable rules for lifeboats. A boarding ladder shall be permanently installed at each lifeboat launching station, liferaft launching station or adjacent launching station.
2. The type of boarding ladder should be approved by the ship inspection agency.
3. Ensure that the boarding ladder is in good condition. Its length can be extended to the waterline when it is not loaded; it is equipped with boarding handrails; the side ropes are not aged or broken; the pedals are not rotten, missing gears or seriously loose.
4. The hull shall not have water leakage, deformation, damage, cracks, corrosion, etc. For metal hulls, if there are obvious corrosion points, use a sharp hammer to tap the corrosion points to see if they are rotten; for fiberglass hulls, if there are damaged points, use a small screwdriver to probe the depth of the damage, or pour water into the boat to check for leaks.
5. The "gel coat" resin painted on the outer surface of the FRP hull shall not be cracked or peeled off, and ordinary paint, gypsum, etc. shall not be used for improper repair of cracks, peeling and damage of the "gel coat" resin. For repairs with poor appearance, a shovel or a screwdriver can be used to repair the repair. If it can be easily shoveled, it proves that the repair of the damaged part is not adhered to the hull.
6. For non-self-righting lifeboats, the bilge keel or keel railing shall not be broken, and the righting handle cables on both sides shall not be broken, decayed or fallen off, etc.; The metal threads of the holes shall not be loose; each seat is clearly marked on the seat plate; the outer surface of the bottom and the outer surface of the hull are also posted with reflective materials and kept intact.
7. The rudder and rudder stock shall not be damaged, deformed or severely corroded.
8. The accessories in the boat should be kept complete and effective and stored on the boat. The hand pump must not be damaged or rusted; the handle rope, wrapping cloth, stepping rope net and stepping board of the life-saving float must not be rotted.
9. Near the boat-releasing station, there are posted the boat-releasing operation instructions; there are lights and emergency lighting near the posting place, so that the boat-releasing operation instructions can be clearly seen.
Ensuring that the ship's life-saving equipment passes without defects in the safety inspection is what every ship looks forward to. However, safety inspection can only play a supervisory role, and more importantly, the ship can truly maintain the ship's life-saving equipment in accordance with relevant regulations and procedures to ensure that the life-saving equipment is in good condition at all times. Only in this way can it play a vital role when the ship abandons the ship in distress.
1. Make sure that the davit and winch are in good condition. The boat should be able to be turned outboard smoothly, and the davit and its accessories should not have obvious damage, serious deformation, serious corrosion or rotten wear. For power recovery lifeboats, a limit switch must be set on the davit, and the limit switch should be able to cut off the power supply of the winch before resetting.
2. The hook assembly and its base should be of a quick release type, and there should be no cracks, severe corrosion, etc. that may cause insufficient load. On the davit transverse cables, at least 2 lifelines with a length reaching the waterline height at no-load should be installed, and check whether there is mildew.
3. Check whether the two ends of the rope ends of the slings are turned around each other within a 30-month interval; if the sling ropes are twisted, deteriorated, etc., or the interval reaches 5 years (whichever is earlier), they should be replaced; davit rope pulleys and their bases shall not be jammed or severely corroded.
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