Respond to Emergencies
Safety of Passengers
Muster List and Emergency Procedure
Special duties to be undertaken in the event of an
emergency shall be allotted to each member of the crew. The muster list should
specify details of the general emergency alarm and public address system and
also action to be taken by crew and passengers when this alarm is sounded. The
muster list shall also specify how the order to abandon ship will be given.
Each passenger ship shall have procedures in place for
locating and rescuing passengers trapped in their staterooms.
The muster list shall show all the special duties and
shall indicate, in particular, the station to which each member must go, and
the duties that he has to perform.
The muster list for each passenger ship shall be in a
form approved by the Administration.
Before the vessel sails, the muster list shall be
completed. Copies shall be posted in several parts of the ship,
and in particular in the crew’s quarters.
The muster list shall show the duties assigned to the
different members of the crew in connection with:
a.
closing of the watertight doors, fire doors, valves,
scuppers, sidescuttles, skylights, portholes and other similar openings in the
ship;
b. equipping
of the survival craft and other life-saving appliances;
c.
preparation and launching of survival craft;
d. the general
preparation of the other life-saving appliances;
e.
the muster of the passengers;
f.
use of communication equipment;
g.
manning of fire parties assigned to deal with fires;
h.
special duties assigned in respect to the use of
fire-fighting equipment and installations and
i.
the extinction
of fire, having regard to the ship’s fire control plans.
The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include:
a.
warning the passengers;
b. seeing that
they are suitably clad and have donned their lifejackets correctly;
c.
assembling passengers at muster stations;
d. keeping
order in the passageways and on the stairways and generally controlling the
movements of the passengers; and
e.
ensuring that a
supply of blankets is taken to the survival craft.
The duties shown by the muster list in relation to the
extinction of fire shall include particulars of:
a.
the manning of the fire parties assigned to deal with
fires;
b. the special duties assigned in respect of the operation of
fire-fighting equipment and installations.
The muster list shall specify definite signals for
calling all the crew to their boat, liferaft and fire stations, and shall give
full particulars of these signals.
These signals shall be made on the whistle or siren
and, they shall be supplemented by other signals, which shall be electrically
operated. All these signals shall be operable from the bridge.
The muster list shall specify which officers are
assigned to ensure that life- saving and fire appliances are maintained in good
condition and are ready for immediate use.
The muster list shall specify substitutes for key
persons who may become disabled, taking into account that different emergencies
may call for different actions.
The muster list shall be prepared before the ship
proceeds to sea. After the muster list has been prepared, if any change takes
place in the crew which necessitates an alteration in the muster list, the
master shall either revise the list or prepare a new list.
The format of the muster list used on passenger ships
shall be approved.
Practice Musters and Drills
At the emergency drills each member of the crew shall
be required to demonstrate his familiarity with the arrangements and facilities
of the ship, his duties, and any equipment he may be called upon to use.
Masters shall be required to familiarize and instruct the crews in this regard.
Frequency of drills
In passenger ships, musters of the crew for emergency
drill shall take place weekly when practicable and there shall be such a muster
when a passenger ship leaves the final port of departure.
In cargo ships, a muster of the crew emergency drill
shall take place at intervals of not more than one month, provided that a
muster of the crew for emergency drill shall take place within 24 hours of
leaving a port if more than 25 per cent of the crew have
been replaced at that port.
On the occasion of the monthly muster in cargo ships
the boat’s equipment shall be examined to ensure that it is complete.
The date upon which musters
are held, and details of any training and drills in fire fighting which are
carried out on board shall be recorded in such log book. If in any
week (for passenger ships) or month (for cargo ships) no muster or a part
muster only is held, an entry shall be made stating the circumstances and
extent of the muster held. A report of the examination of the boat’s equipment
on cargo ships shall be entered in the log book, which shall also record the occasions
on which the lifeboats are swung out and lowered.
In passenger ships, a muster of the passengers shall
be held within 24 hours after leaving port.
Different groups of lifeboats shall be used in turn at
successive emergency drill and every lifeboat shall be swung out and, if
practicable and reasonable, lowered at least once every four months. The
musters and inspections shall be so arranged that the crew thoroughly
understand and are practiced in the duties they have to perform, including
instructions in the handling and operation of liferafts where these are
carried.
The emergency signal for summoning passengers to
muster stations shall be a succession of seven or more short blasts followed by
one long blast on the whistle or siren.
This shall be supplemented in passenger ships, by
other signals, which shall be electrically operated, throughout the ship
operable from the bridge. The meaning of all signals affecting passengers, with
precise instructions on what they are to do in an emergency, shall be clearly
stated in appropriate languages on cards posted in their cabins and in
conspicuous places in other passenger quarters.
In port Emergency Planning
All ships should have procedures ready for immediate
implementation in the event of an emergency when in port. The procedures must
anticipate and cover all types of emergency, which might be encountered in the
particular activities of the ship. Although the main aim of the procedures will
be to respond to a fire, all other possible emergencies such as water seepage
into the holds, oil cargo overflow, pumproom flooding, men overcome by gas
within tanks, breakouts of vessels, weather or blackouts, must be covered.
Similarly, while the deployment of fire-fighting equipment will be prominent in
any emergency procedures, equipment such as breathing apparatus, resuscitation
apparatus and stretchers must also be covered, together with details of means
of escape or exit.
The procedures should be familiar to the personnel
involved, who should be adequately trained and clearly understand the action
they would be required to take when responding to the emergency. This can best
be achieved by regularly exercising the plan. Exercises will also serve to
highlight the need for any revisions to be made to the plan, associated
emergency procedures and further training requirements.
Care should be taken when formulating an emergency
plan to ensure that procedures to alert people or to arrange equipment do not
depend too heavily on one man doing a number of tasks simultaneously.
Preparation
Planning and preparation are essential if personnel
are to deal successfully with emergencies on board ships. The master and other
officers should consider what they would do in the event of various types of
emergency, such as fire in cargo holds, fire in the engine room, fire in the
accommodation, the collapse of a person in a tank, the ship breaking adrift
from her berth, the emergency release of a tanker from her berth etc.
They will not be able to foresee in detail what might
occur in all such emergencies but good advance planning will result in quicker
and better decisions and a well-organized reaction to the situation.
The following information should be readily available:
a.
Type of cargo, amount and disposition.
b. Whereabouts
of other hazardous substances.
c.
General arrangement plan.
d. Stability
information.
e.
Fire-fighting equipment plans.
Emergency Organisation
An emergency organization should be set up which will
come into operation in the event of an emergency. The purpose of this
organization will be in each situation to:
a.
Raise the alarm.
b. Locate and
assess the incident and possible dangers.
c.
Organize manpower and equipment.
The following suggestions are for guidance in planning
an emergency organisation, which should cover the following four elements:
Command
Centre
There should be one group in control of the response
to the emergency with the master or the senior officer on board in charge. The
command centre should have means of internal and external communication.
Communication is of the utmost importance and the
possibility of communication failing should always be taken into account as
such back up for communication means should always be provisioned for – such as
spare batteries for W/T sets, spare W/T sets, loudhailers, PA system and messengers.
Emergency
Party
This group should be under the command of a senior
officer and should assess the emergency and report to the command centre on the
situation, advising what action should be taken and what assistance should be
provided, either from on board or, if the ship is in port, from ashore.
Back up
Emergency Party
The back up emergency party under the command of an
officer should stand by to assist the emergency party as instructed by the
command centre and to provide back up services, e.g. equipment, stores, medical
services including cardio-pulmonary resuscitation etc.
Engineering
Group
This group should be under the command of the chief
engineer or the senior engineering officer on board and should provide
emergency assistance as instructed by the command centre. The prime
responsibility for dealing with any emergency in the main machinery spaces will
probably rest with this group. It may be called on to provide additional
manpower elsewhere.
The plan should ensure that all arrangements apply equally
well in port and at sea.
Duties assigned for the operation of remote controls
such as:
a.
main engine stop
b. ventilation
stops
c.
lubricating and fuel oil transfer pump stops
d. dump valves
e.
CO2 discharge
f.
watertight doors
Operation of essential services such as:
a.
emergency generator and switchboard
b. emergency
fire and bilge pumps
Balance crew
The rest of the crew if not allotted any of the duties
under the different groups as mentioned above would act as back up for the
emergency parties.
As back up they may be utilized in various other
duties such as accumulating passengers and herding them away from danger to the
evacuation decks. Escorting feeble passengers or crew including any injured
crew to the safe places as designated. Rendering first aid
and trauma counseling. Filling extinguishers as
required, mustering fire hoses from elsewhere, recharging and supplying W/T
batteries. In case of abandoning ship possibility then
taking in additional provisions and clothing/ water. Preparation of the
survival crafts such that it does not lead to any panic. Making rounds of areas
adjacent of the fire area.
Preliminary
Action
The person who discovers the emergency must raise the
alarm and pass on information about the situation to the officer on duty who,
in turn, must alert the emergency organization. While this is being done, those
on the scene should attempt immediate measures to control the emergency until
the emergency organization takes effect.
A fire in the galley is dangerous since it can spread
very easily into the rest of the accommodation. The fire is dangerous as well
as the fumes from burning plastics and any cooking oil.
The person in charge of the galley or the person first
locating the fire should try and extinguish the fire himself after alerting the
officer of the watch. Generally the fire as it is detected and begins is a
small fire and later develops into a major one. Thus the fire may be put off by
a single person with the equipment available in the galley and nearby areas.
Fire dampers should be engaged and DCP extinguishers
used to put out he galley fire if anywhere on the
stove area since these are electric circuits.
In case of cooking oil fire in the provision locker
(rare) this may be put out using foam extinguishers and also with DCP
extinguishers.
An accommodation fire may be caused by a short circuit
or due to smoking or flammable material catching fire inadvertently.
The items to be available would be:
a.
DCP extinguishers
b. Fire hoses
– low to moderate pressure on the fire mains
c.
Insulated fire axe
d. Fire mans
out fit
e.
Safety lamps – many
f.
Fire blanket
The blowers must be stopped instantly and the
ventilation should be stopped for all decks as soon as the fire is detected.
All accommodation doors to all decks should be
similarly closed to prevent any draught of air reaching the compartment. This
should be done before the compartment door is opened to fight the fire.
If the possibility of any portholes being open are
there then these should be shut prior any serious fire fighting effort takes
place. In stopping the ventilation to the compartment the fire triangle one arm
is restricted that of the oxygen supply. It then becomes easier for a man in a
fire mans outfit to enter and extinguish the fire.
In case of electrical fire the electrical circuit
breakers should be tripped to prevent the fire from migrating and producing
sparks elsewhere. The safety lamps should be placed at convenient locations
especially around corners for ease of movement of the emergency party, these lights would be in addition to the emergency
lighting which should have been switched on. Additionally fire hoses should be
brought and kept ready for use. The pressure in the fire hose should be reduced
in such close confined space or else the hose would be difficult to handle.
The compartments surrounding the compartment on fire
should be inspected.
An engine
room fire is potentially very grave. The fire is detected by the
automatic heat or vapour sensors or by alert staff.
The alarm is raised and the engine room fire party
gets going to tackle the fire.
The fire may be a generator fire – hot oil from the
fuel line catching fire, the generator trips and the other generator is put
into use. This being a oil fire the prime extinguisher would be the foam fire
extinguisher – but for a generator fire the best option is a DCP extinguisher
since the foam requires a build up to cut off the oxygen to the oil on fire,
this is not possible on vertical metal covers and such.
The large extinguisher should be rolled in to fight
the fire, as well as small portable ones put to use. The deck emergency party
should be assisting in fighting the fire under direction of the ER personnel.
The back ups being used to refill the extinguishers.
In case the fire is uncontrollable then it may be necessary to evacuate the ER and to release CO2. For this the crew muster has to be taken after every one has been evacuated and once the head count is over and the compartment sealed then only should the CO2 released.
If required Urgency messages should be transmitted, if
the vessel is at sea.
Essentially for any type of ER fire the most important
is the aspect of knowing what is to be done to control and finally to
extinguish the fire. For this the knowledge of the ER as well as the equipment
together with the location and the type of detectors and extinguishing medium
available is very important.
Fire drills should not be taken lightly and it falls
on the senior management level officers to devise real life scenarios for the
drills.
For any compartment on fire if the ship is in port
then the port has to be informed and any assistance offered should be taken
since the experience of the shore personnel is more – however their idea of the
ships compartments may be scanty, the fire control plan should be gone over
with the fire chief and then the fighting can be done with both the forces in
tandem.
The fire potential in the ER becoming grave is
highlighted by the following:
“YELLOW FIN” (1992): this VLCC 254,000 dwt was fully
laden with Arabian crude when she became completely immobilised
due to fire in the engine room.
Entry into
Enclosed Spaces with Atmospheres Known or Suspected to
be Unsafe for Entry
It is stressed that entry into any space that has not
been proved to be safe for entry should only be considered in an emergency
situation when no practical alternative exists. In this highly hazardous
situation, the personnel involved must be well trained in the use of breathing
apparatus and be aware of the dangers of removing their face masks while in the
hostile atmosphere.
When it is absolutely necessary to enter a compartment
where it is suspected that the atmosphere is, or might become unsafe, a
responsible officer must continuously supervise the operation and should ensure
that:
a.
A permit has been issued by the master stating that there
is no practicable alternative to the proposed method of entry and that such
entry is essential for the safe operation of the ship.
b. Ventilation
is provided where possible.
c.
Personnel use positive pressure breathing apparatus
and are connected to a lifeline.
d. The number
of persons entering the tank is kept to a minimum consistent with the work to
be performed.
e.
Means of communication are provided and a system of
signals is agreed and understood by the personnel involved.
f.
Spare sets of breathing apparatus, a resuscitator and
rescue equipment are available outside the space and a standby party, with
breathing apparatus donned, is in
attendance in case of an emergency.
All essential work that is to be undertaken is carried
out in a manner that will avoid creating an ignition hazard.
General
Breathing apparatus, of the positive pressure type,
should always be used whenever it is necessary to make an emergency entry into
a space which is known to contain toxic vapours or gas or to be deficient in
oxygen, and/or is known to contain contaminants which cannot be effectively
dealt with by air purifying equipment. Entry should only be permitted in
exceptional circumstances when no other practicable, safe alternative exists.
Self
Contained Breathing Apparatus
This consists of a portable supply of compressed air
contained in a cylinder or cylinders attached to a carrying frame and harness
worn by the user. Air is provided to the user through a face mask which can be
adjusted to give an airtight fit. A pressure gauge indicates the pressure in
the cylinder and an audible alarm sounds when the supply is running low. Only
positive pressure type sets are recommended for use in enclosed spaces as
these, as their name implies, maintain a positive pressure within the face mask
at all times.
When using the equipment, the following should be
noted:
a.
The pressure gauge must be checked before use.
b. The
operation of the audible low pressure alarm should be tested before use.
c.
The face mask must be checked and adjusted to ensure
that it is airtight. In this regard, the presence of any facial hair may
adversely effect the mask’s seal and, should this be
the case, another person should be selected to wear the apparatus.
d. The
pressure gauge should be monitored frequently during use to check on remaining
air supply.
e.
Ample time should be allowed for getting out of the
hazardous atmosphere. In any event, the user must leave immediately if the low
pressure alarm sounds. It should be remembered that the duration of the air
supply depends on the weight and fitness of the user and the extent of his
exertion.
If the user suspects at any time that the equipment
may not be operating satisfactorily or be concerned that the integrity of the
face mask seal may be damaged, he should vacate the space immediately.
RESCUE FROM
ENCLOSED SPACES
When an
accident involving injury to personnel occurs in an enclosed space, the first
action must be to raise the alarm. Although speed is often vital in the
interests of saving life, rescue operations should not be attempted until the
necessary assistance and equipment has been mustered. There are many examples
of lives being lost through hasty, ill-prepared rescue attempts.
Prior organization is of great value in arranging
quick and effective response. Lifelines, breathing apparatus, resuscitation
equipment and other items of rescue equipment should always be kept ready for
use and a trained emergency team should be available. A code of signals should
be agreed in advance.
Whenever it
is suspected that an unsafe atmosphere has been a contributory factor to the
accident, breathing apparatus and, where practicable, lifelines must be used by
persons entering the space.
The officer in charge of a rescue should remain
outside the space, from where the most effective control can be exercised.
It is imperative that every member of the rescue team
should know what is expected of him.
Regular drills and exercises in rescue from enclosed
spaces should be carried out.
RESUSCITATION
All tanker personnel should be instructed in
resuscitation techniques for the treatment of persons who have been overcome by
toxic gases or fumes, or whose breathing has stopped from other causes such as
electric shock or drowning.
Most tankers are provided with special apparatus for
use in resuscitation. This apparatus can be of a number of different types. It
is important that personnel are aware of its presence and are trained in its
proper use.
The apparatus should be stowed where it is easily
accessible and not kept locked up. The instructions provided with it should be
clearly displayed on board ship. The apparatus and the contents of cylinders
should be checked periodically. Adequate spare bottles should be carried.
Heavy
weather damage
Heavy weather damage as the name suggests is damage
caused due to the weather being very rough with possibility of seas being
shipped on deck.
In the event of any ventilators being sheared off, the
same would have to be closed effectively to prevent water from entering the
hold.
With the weather bad the conditions would not be
suitable for sending un initiated crew on deck, the crew who would be sent
should be able bodies and with the knowledge as to what is expected of them.
Lifelines should be rigged and each crew should be attached to a lifeline and
be wearing life jackets.
The tools required should be made up into a canvas bag
and slung over.
The ship should be turned so that the least amount of
sea comes on deck and the crew then only sent to do the work.
Minimal number of crew are to
be sent unless necessary.
For hatches which are found to be leaking the most
effective repair that can be effected would be to
spread canvas over the hatches. This may be done by sending men to tie up the
ropes to the hatch coamings on one side and then going to the other side to tie
up the other end. The canvas being spread between the ropes.
If the deck cargo is found to be adrift then
additional lashings should be taken rather than trying to secure/ tighten the
existing lashings.
If at night then the advent of daylight should be
awaited for unless it is of utmost important to do the repairs during dark
hours. For one visibility would be down and the efficiency of crew when working in
dark is less than during daylight.
Rescue of survivors from another ship or the sea
Prior rescuing survivors from another ship the own
ship should have been brought as close as possible to the disabled ship. A lee
is to be provided for lowering the rescue boat.
The rescue boats are to be prepared and under a
suitable command the rescue boat is to be lowered. Communication with both the
disabled ship and the own ship is of utmost necessity.
Once the rescue boat is in the water it is to proceed
to the disabled ship and if possible may go alongside the disabled ship from
where the passengers are to descend. If the alongside is not possible then a
line is to be tossed to the rescue boat tied to a lifebuoys at the centre of
the line.
The survivors are to attach themselves to this line
and should get down with the help of a pilot ladder or other ladder and then
haul themselves along the main rope resting if required at the lifebuoy.
If a ladder is not possible them
the survivors are to jump into the water keeping the life line attached to the
main rescue line and the above procedure then may be effected.
The rescue ship in the meantime should steam to a
position to the leeward side of the disabled ship such that on completion of
the rescue the lifeboat could sail downwind to the rescue ship. This would also
ensure that the survivors are offered a quiet sea. The rescue boat would
proceed to the rescue ship and go around the stern to the leeside of the rescue
ship and be hoisted up.
In case the lowering of the rescue boat is impractical
then a modified breeches buoy may be slung between the two ships with a
liferaft instead of a buoy serving as the rescue compartment.
The survivors would get into the liferaft and be
pulled onto the side of the rescue ship.
To send the first line a rocket throwing apparatus
should be used, the direction of the throw should take into account the wind
direction such that the line reaches the disabled ship. Once this is done a
24mm rope is to be passed to the other ship and then a thicker rope or smaller
diameter mooring line. In case that is not available then a
small diameter wire rope. Adequate precaution regarding the hauling rope
should be taken such that the rope hauling the raft should not part.
The rescue ship however should prepare boarding nets –
cargo net slings or other net slings, so that any survivor may clamber aboard.
To pick up survivors from the sea, the rescue boat
should be launched, the rescue ship offering the lee. Once the boat is launched
the ship should steam away so that it becomes easier for the rescue boat to
sail downwind after the rescue also any survivor in the water could swim
downwind to the rescue ship clambering up with the help of the nets.
Warm blankets and dry clothing should be prepared for
the survivors as well as a hot beverage.
The own ship should also cater for any hypothermia
affected patients.
Leakages and spills of dangerous cargo
Any dangerous cargo that is spilled or leaks out
should be dealt with as stated in the IMDG code. Protection or injury caused by
the above should be dealt with as stated in the MFAG.
The cargo as it is loaded would have a material on the
actions to be taken in the case of leakages/ spillages. The actions on board
should be in conformity to the above.
Some liquids should not be flushed with water, barring
these any hazardous materials may be flushed with water.
Any contaminant if hazardous to the environment should
be informed to the nearest port control and an entry made in the log book or
the cargo record book.
Stranding
Accidental grounding is unexpected and happens with
nobody prepared for the emergency.
The dangers are dependent on the type of shallow patch
on which the vessel has grounded.
If it happens in a river or entrance to a channel with
soft mud then the chances of any bottom damage is negligible.
However the danger is may fold if the ship runs
aground on a rocky surface, the bottom can be ripped apart and the ship would
then be taking in water.
The findings of a commission of enquiry after a grounding highlights the above:
“The engines were run astern intermittently between
1736 hours and 1913 hours, without a full assessment of the damage to the
vessel being made. This action may have increased the damage to the hull and,
in the worst case, if the ship had come off the reef, it may have sunk
immediately.”
The above vessel had run aground at 1735 hrs.
Thus it is necessary to sound all compartments of the ship to ensure that the outer structure is intact, not that it does not mean that the outer skin is not breached – it may happen that after breaching the area got firmly stuck overall with the bottom thus the chance of water seepage was negligible in the first hour of sounding.
Thus the emergency measures that may be taken would be
to:
a.
Stop the engines
b. Ring the
emergency alarm
c.
Change over sea suction to high intake
d. Sound all
tanks
e.
Sound the water surrounding the ship – this would give
an idea of the nature of the bed as well as the overall area of contact.
The sounding should be taken at intervals of 30mins in
the contact area region.
After it is established that the tanks/ holds/ER are
intact, then only any further action should be taken. Regarding the earlier
example of the ship aground it was found that the cofferdam in the ER had been
breached. Although the ER was initially flooding the pumps could cope up – this
led to complacency, then the cofferdam man hole bolts gave way and again
flooding of the ER started.
Thus flooding may start after a period of time from
sources earlier disregarded.
Before any action is taken the crew should be ready
for abandoning the ship if there is danger that the ship would sink in deep waters.
The ship then could be lightened by either ballasting
or deballasting tanks to release the ship.
If the above fails then it is better to wait for
salvage tugs. Earlier period ship much smaller could be dragged out using the
ships anchors but is not feasible by ships boats or crew.
Abandoning ship
Abandoning ship is a decision which has to be taken by
the Master after due consideration weighing all the options.
Since the ship is the best life boat there is, to
abandon this and proceed to life boats and rafts is a courageous decision.
However before abandon ship order is received the
boats are to be provisioned in excess of the amount already in place.
Provisions such as sweets – chocolates – biscuits – and other high calorie
foods may be taken in preference to meat and other such provisions.
On receiving the abandon ship signal an orderly
embarkation would cause little panic and the resultant injury.
On casting off from the ship the boats should move a
distance away from the ship and remain altogether. This would ensure that when
rescue ships/ aircraft reach the last position of the abandoned vessel they
would be able to sight the survivors easily.
The SART should be placed on a
It would be advantageous to connect all the boats and
rafts by a rope so that the drift of the boats and rafts are similar.
If the abandoning is close to shore then an attempt
may be made to land ashore provided that the shore is suitable for landing.
The sight of rollers would indicate the slope of the
coast and the success of the landing. If the rollers are in multiple lines then
the slope would in general be sloping quite a bit. Single lines would indicate
a sharp slope.
The LB W/T should be used with care since the battery
would be discharged with too many transmissions – in the reception mode the
battery would last a considerable time.
Importance of drills and practices
Training
and Drills
Ship’s personnel should be familiar with the theory of
fire-fighting and should receive instruction in the use of fire-fighting and
emergency equipment. Practices and drills should be arranged at intervals to
ensure that personnel retain their familiarity with the equipment.
If an opportunity arises for a combined fire practice
or conference with shore personnel at a terminal the master should make an
officer available to show the shore personnel the location of portable and
fixed fire-fighting equipment on board and also to instruct them on any design
features of the ship which may require special attention in case of fire.
Protection
and Safety of Passengers
Some of the crew on passenger ships would have the
duties related to safety of passengers. They would require to
instruct and guide the passengers to the embarkation/ muster stations.
The crew would have to have a head count and assist feeble passengers to the
stations. Realizing that panic among a majority of the passengers would be
catastrophic. good crowd control techniques would be
required. This and the trust which the passengers would have for the crew
should be built up during the drills for the above.
SOLAS specifies that on passenger ships some crew
would be entrusted with the following:
Each passenger ship shall have procedures in place for
locating and rescuing passengers trapped in their staterooms.
The muster list shall show the duties assigned to
members of the crew in relation to passengers in case of emergency. These
duties shall include:
a.
warning the passengers;
b. seeing that
they are suitably clad and have donned their lifejackets correctly;
c.
assembling passengers at muster stations;
d. keeping
order in the passageways and on the stairways and generally controlling the
movements of the passengers; and
e.
ensuring that a
supply of blankets is taken to the survival craft.
Additionally some crew would have to undertake the
following:
a.
ensuring that all passengers spaces are evacuated
b. taking a
roll-call of passengers
c.
instructing passengers on the procedure for
boarding survival craft or jumping into
the sea
d. directing
them to embarkation stations
e.
instructing passengers during drills