It has become a routine part of working life on board a ship. The Ship Work Permit system ensures that proper planning has been carried out for specific work tasks and that all related risks have been properly considered; that appropriate safety control measures have been implemented, and that all risks are properly managed. A Work Permit must be simple, clearly stating what work is to be done, when the work is to be carried out, and the safety controls that must be applied to avoid injury or death.

General Contents of a Ship Work Permit:

• Type of work
  For example: hot work, confined space entry, work at height, electrical work, etc.
• Work location
  Where the work will be carried out on board the ship.
• Date and time
  When the work will begin and finish.
• Personnel identification
  Who is performing the work and who is responsible.
• Safety measures
  Personal protective equipment (PPE) to be used, risk mitigation steps, gas testing (if required), etc.
• Approval
  Signed by the authorized authority, such as the Chief Engineer, Master, Safety Officer, etc.

Types of Work Permits on Board a Ship:

1. Hot Work Permit
   Work that produces heat, sparks, or open flames, such as welding, cutting, or grinding.
2. Cold Work Permit
   Work that does not generate heat, sparks, or flames, but can still pose safety risks or cause damage if not properly controlled. This includes the use of chemicals, mechanical crew tasks such as dismantling and assembling pumps, valves, and engines, tank cleaning, and handling heavy equipment.
3. Electrical Work Permit
   Work involving electrical equipment and systems on board the ship. This includes tasks such as inspecting electrical panels, replacing cables or connectors, operating high-voltage switches, and checking electric pumps, etc.
4. Confined Space Entry Permit
   Permit required for entering and working in confined spaces on the ship, where there are high risks such as lack of oxygen, toxic gases, or potential explosions.
5. Working Aloft Permit
   Permit regulating work at heights, which involves risks of falling or dropping equipment. This is crucial as ships have many tall and narrow structures. Examples include rigging or crane inspections, work on the ship’s bow, or repairing radar above the bridge.

Here is how an immersion suit helps prevent hypothermia:

• Body Heat Insulation: The immersion suit has layers that can retain body heat, preventing the body from losing heat too quickly while in the water.

• Water Resistance: Since it is designed to be waterproof, seawater does not enter the suit or come into direct contact with the skin, preventing the body from losing heat through direct exposure to cold water.

• Additional Heat-Retaining Accessories: Some immersion suits are equipped with head covers and gloves, helping to protect the head, hands, and feet, which are more vulnerable to heat loss.

An immersion suit is used in emergency situations at sea, especially when a person has to remain in the water for a long period of time or during evacuation from a ship to the sea, for example in situations such as:

1. Sinking or Flooding Ship: If a ship begins to sink or suffers damage that allows water to enter, an immersion suit is worn to protect the body from hypothermia in cold water.
2. Evacuation in Open Sea: When conditions require abandoning the ship in open waters, especially in cold seas, the immersion suit helps maintain body temperature and reduces the risk of extreme cold exposure.
3. Extreme Weather Conditions: If there is a risk of falling into the sea during extreme weather, such as storms or strong winds, the immersion suit provides additional protection against wind and water.
4. Sea Rescue Operations: In rescue operations, both for rescuers and survivors, the immersion suit helps extend survival time in the water.
5. Ship Safety Drills: It is also often used in drills or emergency simulations on board to familiarize the crew and passengers.

LSA can carry out inspection, servicing, and testing of immersion suits to ensure that these products remain in optimal condition and ready for use in emergency situations:

• Physical and Visual Inspection
• Waterproof Testing
• Cleaning and Drying
• Replacement of Damaged Components
• Inspection of Gloves and Insulation Parts
• Inspection of Additional Accessories
• Testing and Certification: After inspection and repairs, a final test is carried out to ensure the suit meets international safety standards (such as SOLAS), and certification is issued to guarantee its suitability.

Although an immersion suit helps prevent hypothermia and extend survival time in cold water, there is no 100% guarantee that hypothermia can be completely prevented over a very long period. However, this suit is highly effective in slowing down the effects of hypothermia and providing more time for rescue.

The International Maritime Organization (IMO) has four key pillars in the global maritime industry, upholding safety, security, and the protection of the oceans. These four pillars are:

1. SOLAS 1974

Quoted from jurnalmaritim.com, SOLAS has become the marine safety standard that must be applied to merchant vessels of a certain size, and serves as the parent framework for the issuance of various standards (codes) regarding ship construction, equipment, and operation. The SOLAS 1974 format regulates maritime safety standards in three aspects: ship construction, equipment, and operation, which are distributed across 14 chapters, plus derivative codes. The contents of SOLAS 1974, Consolidated Edition 2014, are as follows:

Chapter I: General Provisions – contains survey regulations for various types of ships, and provisions for ship inspections by other states.

Chapter II-1: Construction – contains requirements for ship construction, watertight bulkheads, ship stability, machinery, and electrical systems.

Chapter II-2: Fire Protection, Fire Detection, and Fire Extinction – contains provisions on fire-resistant bulkheads, fire detection systems, and equipment, as well as the types and quantities of fire extinguishers for different ships. Details of this chapter can be found in the FP Code.

Chapter III: Life-Saving Appliances and Arrangements – contains regulations on life-saving appliances and their placement. From this chapter, the LSA Code was adopted.

Chapter IV: Radio Communications – contains provisions on the division of sea areas, the types and quantities of communication equipment required on ships, and their operation. Its derivative is the GMDSS.

Chapter V: Safety of Navigation – contains provisions on navigational equipment required on ships, including Radar, AIS, VDR, engines, and steering gear.

Chapter VI: Carriage of Cargoes – contains provisions on the preparation and handling of cargo spaces and cargoes, including lashing. Its derivative is the International Grain (IG) Code.

Chapter VII: Carriage of Dangerous Goods – contains provisions on the preparation and handling of dangerous goods carried on ships. The derivative of this chapter is the IMDG Code.

Chapter VIII: Nuclear Ships – contains requirements that must be fulfilled by ships using nuclear power, including radiation hazards.

Chapter IX: Management for the Safe Operation of Ships – contains provisions on the management of ship operations to ensure maritime safety. This chapter was introduced because advanced equipment alone cannot guarantee safety without proper operational management. From this chapter, the ISM Code was adopted.

Chapter X: Safety Measures for High-Speed Craft – contains provisions on the operation of high-speed craft. From this chapter, the HSC Code was adopted.

Chapter XI-1: Special Measures to Enhance Maritime Safety – contains provisions regarding Recognized Organizations (ROs), which are bodies appointed by governments to conduct ship surveys on behalf of the state, as well as ship identification numbers and Port State Control.

Chapter XI-2: Special Measures to Enhance Maritime Security – contains provisions on enhancing maritime security by ships, harbor masters, and port facility operators. From this chapter, the ISPS Code was adopted.

Chapter XII: Additional Safety Measures for Bulk Carriers – contains additional construction requirements for bulk carriers longer than 150 meters.

Chapter XIII: Verification of Compliance – contains provisions on the implementation of SOLAS 1974 in ratifying countries. This chapter was added to support the enforcement of the Triple I Code (IMO Instruments Implementation Code).

Chapter XIV: Safety Measures for Ships Operating in Polar Waters – contains requirements that must be fulfilled by ships navigating in polar waters and surrounding areas. Its derivative is the Polar Code.

2. MARPOL (Marine Pollution Prevention)

As explained on the IMO page, the International Convention for the Prevention of Pollution from Ships (MARPOL) is the main international convention covering the prevention of marine environmental pollution by ships, whether due to operational causes or accidents. It is contained in 6 Annexes as follows:

• Annex I: Regulations for the Prevention of Oil Pollution.
• Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.
• Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form.
• Annex IV: Prevention of Pollution by Sewage from Ships.
• Annex V: Prevention of Pollution by Garbage from Ships.

Annex VI: Prevention of Air Pollution from Ships.

3. STCW (Standards of Training, Certification, and Watchkeeping)

On June 25, 2010, the International Maritime Organization (IMO) together with other key stakeholders in the global shipping and crewing industry officially ratified what is called the “Manila Amendments” to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). The STCW Amendments entered into force on January 1, 2012.

The following outlines the key improvements introduced through the new Amendments:

1. Certificates of Competency and their endorsements may only be issued by Governments, thereby reducing the possibility of forged competency certificates.
2. Seafarers who have undergone a medical examination according to the general medical standards for seafarers of one country may serve on ships of another country without undergoing a repeated medical check.
3. The requirements for certificate revalidation have been rationalized for the benefit of seafarers.
4. Introduction of modern training methodologies such as distance learning and web-based learning.
5. Rest hours for seafarers on board ships have been aligned with the requirements of the ILO Maritime Labour Convention (MLC) 2006, with the aim of reducing fatigue.
6. Introduction of additional requirements to prevent alcohol and drug abuse.
7. New competencies and curricula must continue to be updated in line with modern technological developments and real needs in the field.
8. Refresher training is properly addressed within the convention.

4. MLC (Maritime Labour Convention)

The MLC (2006) is a convention organized by the International Labour Organization (ILO) in 2006 in Geneva, Switzerland. The purpose of MLC 2006 is to ensure that the rights of seafarers around the world are protected and to provide guideline standards for every country and shipowner to provide a decent working environment for seafarers. This is necessary because seafarers work across countries, thus requiring an internationally applicable standard of working conditions.

There are five themes (clauses) covered in MLC 2006, which contain requirements designed to protect seafarers’ rights (Source: konsultaniso.web.id). The five clauses are:

1. Minimum Requirements for Seafarers Working on a Ship

• Minimum Age: The minimum age is 16 years, but for night work or hazardous areas, the minimum age is 18 years.
• Medical Condition: Seafarers must provide a recognized medical certificate (medical report) issued by the respective country.
• Training: Seafarers must receive job-related training before sailing and must also complete personal safety training.
• Recruitment & Placement: Recruitment must follow proper placement and registration procedures, include complaint mechanisms, and provide compensation if the recruitment process fails.

2. Conditions of Employment

• Employment Contract: Must be clear, legal, and binding.
• Wages: Seafarers must be paid at least once a month, and wages must be transferable to families if required.
• Hours of Rest: Rest hours must follow national regulations. A maximum of 14 hours of work per day or 72 hours per week, or a minimum of 10 hours of rest per day or 77 hours per week. Rest time cannot be divided into more than two periods, and one of these must be at least 6 consecutive hours.
• Leave: Seafarers have the right to annual leave and shore leave.
• Repatriation: Repatriation to their home country must be free of charge.
• Shipwreck/Loss: In case of shipwreck or loss, seafarers are entitled to severance pay.
• Career: Every ship must provide a clear career progression path for seafarers.

3. Accommodation, Recreational Facilities, Food, and Catering

• Accommodation: Living and working accommodations must ensure health and comfort. There are minimum requirements for sleeping quarters, recreation rooms, and dormitories.
• Food and Catering: The quality and quantity of food must comply with the flag state regulations. Ship cooks must have proper training.

4. Health Protection, Medical Care, Welfare, and Social Security Protection

• Medical Care Onboard & Ashore: Seafarers must have access to medical facilities onboard without cost, with healthcare standards equivalent to those ashore.
• Shipowner’s Obligation: Seafarers must be protected from financial consequences of illness, injury, or death related to their work. Wages must continue for at least 16 weeks after illness begins.
• Occupational Safety & Health Protection: A safe and hygienic working and resting environment must be provided. Risk assessments and hazard identification must be conducted to prevent accidents.
• Access to Shore Facilities: Port states must provide adequate cultural, recreational, and informational facilities, accessible to all seafarers regardless of race, gender, religion, or political views.
• Social Security: Social security protection must be provided for all seafarers.

5. Compliance and Enforcement

• Flag States: Responsible for enforcing MLC requirements on ships flying their flag. Every ship must carry a Certificate of Maritime Compliance. Ships must also have a complaints procedure and investigate all crew complaints.
• Port States: Must conduct inspections depending on whether a ship carries the Certificate of Maritime Compliance. If certified and from a ratifying country, inspections are limited to checking signs of non-compliance. If uncertified, a full inspection must be carried out to ensure compliance with MLC 2006. Therefore, MLC 2006 indirectly applies to non-ratifying countries if they wish to dock in ratifying states.
• Seafarer Recruitment Agencies: Agencies supplying crew to ships must also be inspected to ensure compliance with MLC 2006 and other relevant social security regulations.

We need to understand the fire classes or the causes of fire so that the type of fire extinguisher used will be effective in controlling it. Below is an illustration of the Fire Classes:

Class A Fire

Class A fire is caused by solid non-metal materials such as paper, plastic, fabric, wood, rubber, and others. The suitable types of fire extinguishers to extinguish Class A fires are water-type extinguishers, foam-type extinguishers, and dry powder extinguishers.

Class A fires can be difficult to extinguish, depending on the fuel source. Rubber tires are much more difficult to put out compared to paper. However, a Dry Powder fire extinguisher or a Foam fire extinguisher will be able to extinguish such fires.

Class B Fire

Class B fire is caused by flammable liquids such as fuel (gasoline, diesel, oil), alcohol, paint, solvent, methanol, and others. The suitable types of fire extinguishers to extinguish Class B fires are Carbon Dioxide (CO2) extinguishers, Foam extinguishers, and Dry Powder extinguishers.

Both Dry Powder extinguishers and Foam extinguishers are capable of extinguishing such fires. Dry Powder has better fire-extinguishing ability, while Foam can prevent re-ignition. At gas stations, Dry Powder extinguishers are often the best choice.

Class C Fire

Class C fire is caused by high-voltage electrical installations. The suitable types of fire extinguishers to extinguish Class C fires are Carbon Dioxide (CO2) extinguishers and Dry Powder extinguishers.

It is highly recommended that electrical fires be extinguished by first shutting off the power source. The remaining fire is usually classified as either Class A or Class B. Dry Powder is naturally a non-conductive substance and will be effective in extinguishing fires caused by electricity.

Class D Fire

Class D fire is caused by flammable metals such as sodium, magnesium, aluminum, lithium, and potassium. This type of fire requires a special fire extinguisher to put it out.

Most importantly, all Class D metal fires are considered special hazards. Operators attempting to extinguish a Class D fire must be specifically trained to do so. These fires are very challenging, even for professional firefighters. Class D fire extinguishers may only be able to put out certain types of metal fires but may not be effective for others. Usually, firefighters handling Class D fires will suppress the fire by depriving it of oxygen through sealing or smothering methods.

Class F Fire

Class F fire is caused by cooking oils (vegetable oils, animal oils) or fats that are usually used in kitchens. The types of fire extinguishers suitable for extinguishing Class F fires are Foam extinguishers and Carbon Dioxide (CO2) extinguishers.

Class F fire can be considered as part of Class B fire. The main difference here is that the flammable liquid is used for cooking and has been heated to its ignition point. While Dry Powder extinguishers can easily extinguish Class B fires, it is different with Class F fires. Due to the high temperatures, the flammable liquid can reignite automatically. Use Wet Chemical extinguishers to cool the flammable liquid and create a barrier to separate oxygen from the fuel.

From the explanation of Fire Classification and Types of Fire Extinguishers, LSA hopes that you can understand the functions of fire extinguishers according to your needs as an effort to extinguish fires more effectively.