The present video film supplements this training booklet. Together they form an excellent learning source for the crew members working on board vessels involved in transportation of the liquefied gases. The content of both booklet and this film will tell them about all hazards normally associated with the marine carriage of such cargo.
Upon thorough reading of the booklet and watching this video they have much better understanding of what hazards can exist on board, how to prevent the accidents and what to do in case of emergency.
Obviously, having a good knowledge of the hazards will directly contribute to the safety of the ship and all people working. The authors of the set have tried to underline the importance of paying greatest attention to the cargo containment and transfer arrangement.
Taking into account the extremely flammable nature of the liquefied gases combined with their physical properties, it can be a very difficult task to accomplish, and failure to timely detect and respond to the leaks will inevitably lead to the catastrophic consequences. We would therefore absolutely recommend this video for both onboard training and for self-study of the future mariners.
An excellent training video prepared by the experts of one of the world leading training providers. The content of the video film addresses the on-load release mechanisms used on the lifeboats. Subject devices were first introduced some forty years ago and become mandatory through SOLAS. They are used to provide safe release of the lifeboat hooks once the latter is on the water.
Normally, the lifeboats are not expected to return back to the vessel during the abandon operations. However, the shipboard drills carried out on a regular basis, imply the recovery of the lifeboats from the water and their return to the designated lifeboat davits. Note that this is a stage of the whole lifeboat drill considered the most risky and dangerous. The present video will demonstrate the correct sequence of the operations. It shows every single component of the lifeboat release gear.
The operation mode of each component is illustrated. The video also explains all relevant safety procedures and checks together with the correct maintenance procedures. Taking into account the critical importance of the equipment in question, the video is highly recommended to every person on board and it will be also great when used as a supplementary training tool during any courses.
This is an excellent and one of the best of the training videos available today of those covering shipboard life-saving appliances, their operation and maintenance. We all understand the utmost importance of having a thorough understanding of the construction and working principles of all life-saving appliances installed on board our vessels, and this applies to every single crew member.
The present video is intended to be used for training of the people working at sea. The content starts with the sad statistics of the accidents involving lifeboats and launching appliances. The video will demonstrated the construction of each type of lifeboats and acquaint trainees with the relevant provisions of the LSA Code. The lifeboat launching appliances have been paid particular attention. The step-by-step instruction for launching has been provided and made easily understandable even to the novices.
The off-load release arrangements have been dealt with and explained in detail. Note that the coverage is not limited to the lifeboats but also includes liferafts together with their launching appliances, and rescue boats. In short, this hour-and-half long video will give you a good idea of the lifesaving appliances commonly used on board seagoing ships and offshore installations.
Unlike most of the other gases commonly encountered in the industry, H2S does not bubble off. Being heavier than air, it stays close to the lower part of the compartment especially when there is no natural or mechanical ventilation that would disturb it. Hydrogen sulfide is deservedly considered one of the most dangerous substances for human life. Taking into account its tendency to stay closer to the floor, it is therefore wise to avoid any areas where the gas can be accumulated.
The maximum time for which a person is allowed to be exposed to the H2S of 15 ppm concentration shall never exceed 15 minutes. The present video training will acquaint future mariners or people engaged in the ship repair, i.e. all people who may have to face this when performing their day-to-day activities, with all dangers associated with hydrogen sulfide and with the ways to avoid such dangers. We would highly recommend any persons whose job implies working in the spaces where H2S might be present, to have a close look in the content of this training.
Of course, we are first of all talking about the gas accumulated in the lower part of the tanks. All people shall have a good understanding of the engineering and administrative control measures as well as the use of personal protective equipment, and be duly aware of the emergency response techniques.
While statistical analysis suggests that around eighty percent of all shipping accidents are cause by human errors, the underlying truth is that the act or omission of a person plays some part in virtually every accident, including those where structural or equipment failure may be the immediate cause.
The present set of video training materials consists of five parts. The first part provides introductory information about the background of the International Safety Management Code while the content of the second part will let trainees improve their knowledge and understanding of the basic requirements of the subject document. The third part will tell you how to use the reports within the Safety Management System and will help you develop better understanding of the audits and revisions of the Code.
The fourth part is concentrated on the work permits and associated plans and procedures. Finally, the closing part of the course is intended to let trainees understand how the SMS shall be used on board their vessels. In short, the course provides general information about the ISM Code and is therefore recommended to everyone regardless of their background and practical experience.
Ships can be dangerous places. No one wants accidents to happen but sometimes they do. How often they do and how bad they are can often depend on the quality and extent of a ship's safety management system, or SMS for short. And how to determine if the system is good enough to keep the crew and shipboard cargo safe and in good condition, prevent pollution and other environmental damages etc.
In recent years, the answer to that question is often being how you apply the International Safety Management Code, usually known as the ISM Code. Like most regulatory systems, the ISM Code has brought support to the industry it affects, but there are other views, as well. The negative assumptions are that they are going to have a very large documented complicated system to meet the requirements of the Code.
A lot of people both ashore and on board ships think it is a paper exercise. Clearly, some people feel that the ISM Code is no more than a bureaucratic burn, a system that has nothing to do with the real life either on a working ship or in a shore-based organization. However, the people's attitude shall be changed.
It goes without saying that the ISM Code is a key element in accident prevention and loss reduction and it need not be the burden as it is sometimes claimed to be. In fact putting it in the heart of the SMS can deliver benefits in terms of the smooth and safe operation of the ship. The safety management system that the company produces should reflect on its business practice...
This is the training video to supplement the booklet addressing fatigue. As we know, fatigue is treated as one of the contributors to the risk to the crew members and to the ship. This training program is mainly aimed at the senior officers who, upon completion of the course, will cascade the content down to the other crew members.
The authors of the course have covered all important aspects of fatigue and the measures to minimize it. They have provided numerous practical instructions that, when properly followed, will eventually result in significant reduction of the fatigue. The main emphasis has been placed by the developers of this training on the assessment of the risk associated with the fatigue, covering risk elements that are commonly considered specific to the different departments.
The general risk elements would normally include noise and vibration management, food and drink, working of the crew members in extreme temperatures, stresses, personal problems that crew members may have, watchkeeping, planning and others. All of them shall be paid due attention. Have a close look in the boo and video to get a full picture of what the fatigue is, what hazards and risks it may result in and what shall be done to minimize the fatigue...
During the analysis performed by the Standard Cub of his own claims exceeding two hundred thousand dollars it was found that many of the claims were caused by human error and were actually avoidable. The International Maritime Organization has been looking at a problem of safety management and pollution prevention for some time now.
Following the principles mapped out in ISO 9002, they have developed the Safety Management Code which sets out procedures and requirements for shipboard management. During the conference held in 1994 the Code became part of the SOLAS convention and has been since then applied to all shipping lines enforced by various ports and Flag states.
The Standard Club already requires its members to subscribe to some fairly basic operating procedures as a condition of membership, and believes that owners who do not comply with the ISM Code by the due date will find it difficult to obtain it. The Safety Management Code has the thirteen point philosophy, each point dealing with the specific component of safety management.
The ten main points refer to disclosure, company policy, commitment, decision making, written instructions, level of authority, logistical support, emergency procedures, compliance, and verification. The Company will need to define and document the lines of communications, the responsibility and authority of each employee, and the links between those involved in the safety management system...