Escapes Routes from Machinery Spaces.pptx

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1. Escapes Routes from Machinery Spaces PUTU DWIPAYANA [10.E.24/PTRN] POLITEKNIK PELAYARAN SURABAYA

2. WHAT IS ESCAPE ROTE?

3. PERPOUSE OF ESCAPE ROUTE The purpose of this Regulation is to notify crew and passengers of a fire for safe evacuation. For this purpose, a general emergency alarm system and a public address system shall be provided.

4. The purpose of this Regulation is to provide means of escape so that persons on board can safely and swiftly escape to the lifeboat and life raft embarkation deck. For this purpose, the following functional requirements shall be met: MERCHANT SHIPPING (SAFETY CONVENTION) REGULATIONS [ MERCHANT SHIPPING ACT (CHAPTER 179, SECTION 100)

5. MUST BE FOLLOW ( i ) Safe escape routes shall be provided; (ii) E scape routes shall be maintained in a safe condition, clear of obstacles; and (iii) Additional aids for escape shall be provided as necessary to ensure accessibility, clear marking and adequate design for emergency situations.

6. General Requirements ( i ) Unless expressly provided otherwise in this Regulation, at least two widely separated and ready means of escape shall be provided from all spaces or group of spaces. (ii) Lifts shall not be considered as forming one of the means of escape as required by this Regulation.

7. DESIGN escape from machinery spaces

8. Emergency Escape on Passenger Ships Means of escape from each machinery space in passenger ships shall comply with the following provisions: 1. Escape from spaces below the bulkhead deck. 2. Escape from spaces above the bulkhead deck. 3. Dispensation from two means of escape. 4. Escape from machinery control rooms. 5. Inclined ladders and stairways. 6. Escape from main workshops within machinery spaces.

9. Emergency Escape on Cargo Ships Means of escape from each machinery space in cargo ships shall comply with the following provisions: 1. Escape from machinery spaces of Category A. 2. Dispensation from two means of escape. 3. Escape from machinery spaces other than those of Category A. 4. Inclined ladders and stairways. 5. Escape from machinery control rooms in machinery spaces of category “A ”. 6. Escape from main workshops in machinery spaces of category “A”

10. Emergency escape breathing devices On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices shall take into account the layout of the machinery space and the number of persons normally working in the spaces . The number and location of these devices shall be indicated in the fire control plan. Emergency escape breathing devices shall comply with the Fire Safety Systems Code.

11. BUILD Escape from engine rooms Engine rooms by their build are hazard areas for all sorts of reasons to the unwary or unfamiliar – automatically starting machinery, loud noises, loud alarms, poorly indicated or signposted escape routes, blind areas that will lead you into a place with no exit, etc.

12. Engine room – emergency escape routes It is suggested that engine room emergency escape doors and exit routes should be highlighted more clearly using fluorescent colour such as ‘day glo ’ orange or yellow or painting the door with ‘tiger stripes’. Whatever paint is used it should be a water based paint rather than an oil based paint so as not to affect the properties of the class ‘A’ fire doors that are always fitted to the engine room exits . A point never to forget is that any door that leads you out from the engine room is effectively an ‘ emergency exit ’.

13. Another point to remember is that some ladders in an engine room lead only to half decks where measurement equipment or gauges are located and these areas may not lead to an escape route – i.e. it is a ‘blind alley’, therefore mark them as such, with a conspicuous NO EXIT sign.

14. In the event of the engine room being filled with smoke, even light smoke, the escape routes and doors from the engine room may be obscured and therefore they should be more clearly indicated. You cannot see a white door against a white bulkhead ! We would also suggest large yellow arrows be painted on the floor plates indicating the nearest escape route. These suggestions are not for the engineers – who probably know their way around blind folded – but for the many ‘visitors’, Port State Control inspectors, USCG, vetting oil major inspectors, classification surveyors or indeed for newly-joined crewmembers to facilitate their knowledge of the quickest way out.

15. The most common escape route is the vertical trunking from various levels in the engine room usually located forward and leading onto the open deck or right aft from the stern tube area up to the airlock doors between the engine room and the steering flat door. Wherever the emergency escape(s) are located there are several safety items that should be located inside the vertical trunking . This door if it leads on to the open upper deck should never be locked from the inside or worse from the Pad eye, shackle, single block and rope: A five (5) point ‘full body’ harness would be attached at the bottom of the rescue rope.

16. inside and outside to satisfy some perceived requirement of the ISPS Code. This exit can easily be secured using a plastic tie wrap or a numbered seal or even a paper seal – so long as it is ‘verifiably secure’ this will satisfy the ISPS Code at level one. Of course above this at level two or three or in high risk areas, (HRA) or known piracy areas, then other measures will require to be taken but under normal circumstances the plastic seal should suffice – ‘safety first’ not ‘security first’.

17. Also if this exit door is locked then safe entry into the bottom of engine room will be compromised. The temperature in the engine room soars during a fire, it is after all a steel box, and temperatures in excess of 300o Celsius are not unusual if the fire has taken hold after about 30 minutes or so. At these sorts of temperatures the human body, even with full protection, cannot survive. Far better to enter with full protection (fireman’s outfit) and a self-contained breathing apparatus (SCBA) – the size of the trunking is designed for this very occurrence and the engine room side of the trunking is protected by 150 mm (6 inch) insulation. The temperature in the trunking will be relatively cool, at say 100o Celsius.

18. Engine room / Steering flat doors The fire door(s) between the engine room and steering gear compartment is a very important Class ‘A’ fire door and must remain closed at all times, otherwise it may be impossible to escape if the emergency escape from the aft engine room passes through this area and it would be impossible to locally start or prime the emergency fire pump – normally fitted in this location. The Club has issued a Technical Bulletin Nr . 25/2007 covering this item.

19. Thank you