Skip to main content

Procedure for Rescue from Enclosed Spaces

  1. The person standing by outside space informs duty officer on the bridge, if contact is lost with person(s) inside enclosed space.
  2. Duty officer sounds emergency alarm and makes an announcement on the P.A. system.
  3. All hands muster at stations as per emergency plan. Headcount and report to bridge.
  4. Collect relevant equipment and proceed to the scene of incident.
  5. At the entrance to the enclosed space, prepare a resuscitation unit. When approved by Squad Leader, enter the space to rescue.
  6. A responsible person outside the enclosed space to remain in communication with rescuers.
  7. Other members of the emergency squad are detailed to:                 A. Carry/rig safety harness and rescue line at entrance and place spare SCBA's and air bottles at entrance.                                                     B. Improve ventilation in enclosed space by opening more lids or starting additional fan(s).                                                                              C. Contact external assistance as required
  8. After locating casualty, if necessary, place resuscitation unit on him. The safety harness is lowered down into the space and the casualty strapped in for hoisting. The casualty is then hoisted up using the rescue line but requires to be guided so as not to cause injury.
  9. Alternatively, the casualty may be brought out on a stretcher, if this is more practical. Once outside the space, the First Aid & Stretcher Team administer first aid and remove the casualty to the hospital. Efficient and constant communication between rescuers, entrance to space and bridge are essential. Remember, a quick response is vital for a successful rescue of a casualty suffering from lack of oxygen. Permanent brain damage may be caused if it is deprived of oxygen for more than four minutes


  1. This comment has been removed by the author.

  2. This comment has been removed by the author.


Post a Comment

Popular posts from this blog

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division  IMO Symbol B Class Division  SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another.  All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background.  The comp

Bilge Injection Valve

Bilge Injection is a valve that enables the engine room bilges to be pumped out directly overboard in the event of an emergency such as flooding. The valve is normally fitted to the end of a branch connection with the main sea water suction line. This enables large main seawater cooling pumps to be used as a bilge pump in an emergency. Emergencies like fire and flooding involve the use of seawater. If there is a fire, seawater is the biggest resource of water available in the sea. Similarly, if it involves flooding of the engine room, cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water out of the ship. In both these cases, you require pumps.  There are two valves in close proximity namely main injection valve and bilge injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve is kept nearly 66% of the main valve diameter which draws water directly from the sea through the