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Climate change is making ever larger areas of the Arctic maritime region accessible for small craft in the fishing, tourism and leisure sectors. We are a non-profit society that is funded in part by donations from the public and BC Gaming Grants from the Ministry of Public Safety and Solicitor General, Province of British Columbia. Crew facilities and deck equipment of the Grampian DefianceA total of 15 crew members can be accommodated onboard the vessel.
Grampian Dee has been chartered by Valiant Petroleum for exploration activities in the North Sea. The Association has been established to coordinate the common interests of the Owners and Operators in the future development of Emergency Response and Rescue Services with the aim of being the world leaders in rescue and recovery services.
The Emergency Response and Rescue Vessel Association's Directors meet four times a year to discuss all matters affecting the Association, from operational requirements, training, health and safety, statutory requirements, legal and financial matters etc. The Association has a Chairman who is involved on a part time daily basis in running the Association's financial, legal and interface activities with the Operators, MCA and similar bodies, as directed by the Members.
UK legislation requires that those companies who are responsible for the safety of their offshore installation workers (Duty Holders), make arrangements to secure a "good prospect of recovery and rescue" and transfer to a "place of safety" for those who may find themselves in the sea in all but exceptional weather conditions.
ERRVA members are contracted by duty holders to provide the rescue services that these laws demand.
This DVD was produced to familiarise crews on a daily basis of the medical aid that they may have to administer in the event of an emergency offshore. This is a short DVD about life on board an ERRV and the training the crew undertake on a daily basis.
Members of the York County MIRT team participate in specialized training that includes but is not limited to; vessel construction, vessel safety, marine firefighting tactics, vessel and terminal operations, vessel firefighting systems extensive case study reviews of maritime fire and rescue incidents. The Hampton Roads Maritime Incident Response Team is a task force comprised of personnel and equipment from the following agencies; Western Refinery-Yorktown Fire Department, Chesapeake Fire Department, Chesterfield County Fire-Rescue Department, Hampton Division of Fire and Rescue, National Cargo Bureau, Newport News Fire Department, Norfolk Fire-Rescue Department, Portsmouth Fire Department, United States Coast Guard, United States Maritime Administration (MARAD), United States Navy, Virginia Beach Fire Department, Virginia Department of Emergency Management, Virginia Pilots Association, Virginia Port Authority, and the York County Department of Fire and Life Safety.
When dealing with emergencies, fish harvesters should understand three important components of the SAR system: alerting, detection and response. The alerting stage represents a significant level of urgency for SAR providers and carries with it a well-structured course of action(s) designed to bring a marine incident to a successful conclusion. Star (*) 16 exists through the cellular telephone system at certain MCTS centres in Canada for Maritime SAR alerting only.
Information on the locations, points of contact, marine services, coverage areas and procedures provided by MCTS centres in Canada can be found in the RAMN annual publication. While all means of communication are encouraged for SAR alerting, a marine radio offers a distinct advantage. Sea Area A4 - the remaining areas outside of Sea Areas A1, A2 and A3, generally known as the Polar Regions.
In keeping with international and domestic equipment required onboard vessels, MCTS centres are currently upgrading their equipment to accommodate SAR alerting through the GMDSS using DSC technology. One of the most important impacts of GMDSS is the use of Emergency Position Indicating Radio Beacon (EPIRB) for distress alerting. EPIRBs may be float-free and automatically activated with a manual activation option (Class 1) or manually activated only (Class 2). There are other types of alerting equipment available under the GMDSS that are used regularly on vessels operating further offshore. Training and experience are essential when operating communications equipment during an emergency. Restricted Operator Certificate - Marine Commercial (ROC-MC) is a three day course offered by marine institutions for operators of compulsory fitted GMDSS vessels operating in Sea Area A1 (pre-requisite for GOC).
Restricted Operator Certificate - Marine (ROC-M) is a basic certificate offered by the Canadian Sail and Power Squadron (1 888-277-2628) or their delegated agency for operators of non-compulsory fitted vessels (e.g.
Fish harvesters should be aware that if they choose the option of a challenge exam for any GMDSS training certificate, a practical component involving the operation of equipment is a part of the evaluation. There are various methods of visual alerting described in the Collision Regulations (Canada Shipping Act) and fishing vessels should be equipped accordingly. In many instances visual alerting is the easiest and quickest way to get the necessary help. While these requirements represent the minimum standard, you are encouraged to supplement signalling equipment. The SAR system reaches far and wide and includes police, harbour and municipal authorities, federal and provincial agencies as well as other secondary support groups. Failing to report changes in plans or delays in arrival times or failure to cancel the plan after arrival can unnecessarily activate the SAR system.
Accidental or inappropriate distress alerts seriously distract from the efficiency of GMDSS or any other systems in use. All 406 MHz EPIRBs have a built-in transmitting feature on 121.5 MHz that will direct SAR resources to your location when they are in the area. Search and Rescue Transponders (SARTs) are designed to help locate vessels in distress or survivors in a life raft.
A SART transmission is triggered by a signal sent out by radar of a search vessel and shows up on the screen as a series of dots, accurately indicating the position of the SART. SARTs must be manually activated and placed as high as possible clear of obstructions that would impede or supress signals to and from the radar. Radar reflectors should be properly placed clear of obstruction and as high as possible onboard a vessel.
Visual detection is ultimately the last step in the process of response before rescue or any type of assistance is provided. While survival equipment has the primary function of providing buoyancy, its colours make an excellent target for detection in the event of a rescue operation. Implementation of International Conventions, International Joint Agreements and domestic legislation provide protection for all mariners who find themselves in danger at sea. The use of SAR resources involves many considerations relating to the level of the emergency unfolding at any given time. Highly trained SAR technicians, with medical and rescue expertise, are available on air resources.
Distress alerts command the highest degree of urgency in the maritime community and warrant the greatest level of response. The Search Rescue Coordinator (SMC) will assess the distress situation and put in place a response action plan.
Overdue vessels trigger a very comprehensive SAR operation, involving the entire communications network, urgency broadcasts, air and marine resource tasking and police and harbour authorities.
Overdue situations are often very difficult to resolve by SAR authorities, mainly because of time and lack of information.
At all times response mechanisms work best when emergencies or pending emergencies are reported early.
SECURITE (repeated three times) to announce a notice concerning the safety of navigation or meteorological warnings. Information pertaining to the use of the radio priorities is outlined in the annual RAMN publication under the Distress, Urgency and Safety communications sections. While a comprehensive SAR system is designed to provide protection for the user, fish harvesters must remember they are responsible for their own safety. The importance of training in preventing fishing vessel accidents and having the capacity to deal effectively with accidents when they occur cannot be overstated. Due to lack of delivery and training programs, the deadline for completion of MED courses was extended from July 31, 2002 to April 1, 2007. Fish harvesters should contact the nearest Transport Canada Centre or course providers at marine training institution across Canada for details regarding course requirements. It consists of two main parts addressing specific requirements, and calculation pf assumed heeling moments as well as some general asssumptions.
The Guidelines were developed and released by IMO with the intention to assist States in the proper implementation of the Annex - the edition presented to your attention contains the 2012 Guidelines for the implementation, the Revised Annex and Guidelines for the GMP (Garbage management Plan) development.
Traditionally, the Code addresses construction and structural strength, propeller and fan systems, stability and freeboard matters, weathertight integrity, electrical arrangements, fire fighting, lifesaving and radio equipment, navigation lights, shapes and other related equipment , anchoring and towing arrange,emts, personnel protection, safety management issues etc.
It contains all methods of and the procedures for operation of different radio services forming the GMDSS, the decription of the GMDSS components, operational procedures, development and concepts, necessary excerpts from the international regulations relevant to the GMDSS, etc. The main chapters of the publication, apart from the introductory info, provide necessary information on the purpose and scope of the convention, ILO ML standards and reasons for their adoption, an overview of the ILO MLC, certification and enforcement, rights, minimum requirements for seafarers to work on ships and conditions of their employment, requirements relating to the accommodation, recreational facilities, food & catering, health protection and medical care of the seamen, their welfare and social security protection. This set consists of thirteen major documents concerning the vessel regulations, harbor operations, communication on transit activities, illegal activities on transiting vessels, official, courtesy and guest transits, embarking and disembarking during transit, Panama Canal transit reservation system, attachment of vessels by Panama Maritime Tribunals, marine accident investigations, operational equipment tests, operation of commercial and non-commercial small craft in Panama Canal waters, Panama Canal SOPEP (PCSOPEP) requirements, implementation of ISPS Code requirements at the Panama Canal. Traditionally, this publication presents all necessary engineering specifications for the equipment and systems as required by Chapter II-2 of SOLAS convention and related to fixed gas and foam fire extinguishing systems, portable fire extinguishers, fire detection and alarm systems, personnel protection equipment, IGS, sprinklers, sample extraction smoke detection systems, international shore connections etc. Eight sections of the publications, from A to H, cover the general provisions of the ships routeing, traffic separation schemes and inshore traffic zones, areas to be avoided, deep-water routes, other measures, associated rules and recommendations on navigation, adoption, designation and substitution of Archipelagic sea lanes, mandatory ship reporting systems, no anchoring areas and routeing systems. The book presented to your attention is divided into three parts - general questions about the Maritime Labour Convention, questions about the workers and ships covered by the Convention, and the third part covers the questions related to the Titles of this Convention.
United Kingdom procedures and regulations may differ from those the reader may be familiar with in other flag vessels and that is why this guide will be of great use and help them to comply with all UK requirements.
This publication is divided into four big parts covering Port State Control Inspections and Regional MOUs, Guide to Vetting Inspections, Vetting Company Requirements, and Related Vetting and PSC Information.
The publications starts with introduction followed by glossary of definitions and abbreviations used in the text. The publication contains routeing measures necessary for proper control of the navigation of ships and monitoring their progress. This IMO publication contains the official text of the FAL Convention on Facilitation of International Maritime Traffic, 1965, as amended, and includes explanatory manual to the subject Convention, which is intended to help with interpreting the provisions of the FAL Convention that can sometimes be too complex and thus difficult to understand. In fact, it is one of the two principle methods which are in use broadcast maritime safety information as per the provisions of the SOLAS, 1974, as amended. It is a two-year project (started October 2012) and its primary objective is the development of a safety and survival training programme for small-craft Arctic mariners.

She has been chartered to DONG E&P to support their offshore operations in the North Sea. The ships and crews that undertake this work are specially equipped and trained to carry out marine rescue and recovery survivors from lifeboats, life rafts or directly from the sea. The MIRT has specialized equipment, with trained personnel assigned to provide adequate response capabilities to a variety of water-based incidents. When responding to water based incidents, the program is greatly enhanced with the mutual aid response of the Virginia Marine Resources Commission, Department of Game and Inland Fisheries, United States Coast Guard, and other surrounding agencies.
When not responding to or training for maritime fire and rescue situations, the members of the MIRT team staff an Advanced Life Support (ALS) equipped engine and an ALS ambulance and respond to standard fire and medical emergencies.
While Canadian fish harvesters are encouraged to achieve safety through preventative actions, there are times when additional measures are necessary. VHF has the advantage that a call can be heard by the closest MCTS centre(s) and by ships in the vicinity which could provide immediate assistance. For this reason it is important for fish harvesters to have, and understand, equipment on board their vessels that is compatible with the systems that are available in the SAR network. Conventional types of communication using basic terrestrial technology are being supplemented by space technology. In keeping with the international GMDSS standard, Canada is implementing a system of domestic carriage requirements for commercial vessels. Lawrence River system west of Longitude 66 degrees West, the Great Lakes and other inland waterways. This mechanism releases the EPIRB in water depths of one to three metres (three to ten feet)at which time the EPIRB floats to the surface and begins transmitting. Fish harvesters should consult the most recent RAMN publication for new information pertaining to GMDSS. There is versatile communications equipment available through both satellite and cellular service. In order to properly assess the most appropriate training available, it is recommended to contact marine training institutions or a TC–marine safety inspector for information and advice. Fish harvesters often fish within a close distance to one another therefore a visually activated signal will, in many cases, be seen and acted upon quickly. Even though this flare is not mandatory for all fishing vessels, the voluntary carriage of these canisters is recommended. The process of SAR alerting does not necessarily have to begin and end with the formal SAR network. This could cause an unnecessary search at the expense of other emergencies occurring elsewhere at the same time. Schedules, timelines, destinations, routes, gear locations, reporting procedures, people-on-board and medical considerations should be left with a responsible person and available in the event of a SAR alert. Early intervention is one of the most effective tools available to SAR providers in achieving a successful outcome.
False alerts can seriously create an unnecessary workload for SAR services and put lives in danger by causing the unnecessary deployment of resources. The primary function of DF is to provide assistance to vessels in distress or other emergency situations.
Once an EPIRB is activated (automatically or manually), the battery-powered source allows the EPIRB to continue to transmit for up to 48 hours. EPIRBs must be maintained and properly used to provide the protection for which they were designed. SARTs are packaged in approved life rafts for fishing vessels greater than 20 metres to serve as standard detection equipment. This provides additional assurance of detection during times of poor visibility and darkness when radar searches are sometimes the only option available to SAR providers. Fish harvesters should wear protective clothing, such as rain gear, that reflects colours that are easy to detect, such as yellow or orange.
It is mandatory for a vessel to respond to a distress situation and failure to do so, without just cause, has legal consequences.
Primary SAR vessels and aircraft are specifically designed, equipped and crewed for SAR purposes.
CCG vessels carry Rescue Specialists (RS) who have training in pre-hospital emergency care and other types of rescue techniques.
All SAR operations, including search planning, resource tasking and rescue coordination are conducted under the authority of the rescue coordinator who assumes the role of the Search Mission Coordinator (SMC).
The type of response could range from a dedicated SAR resource to a private vessel operating a close distance to the vessel in distress. For the most part, response to such situations is spontaneous and based on a long-standing system of tradition, conventions, agreements and moral and legal obligations.
All available primary and secondary resources, including air and marine, will be assessed for tasking. Fish harvesters must be aware that when searchers are required to locate a person in the water or life rafts, there are tools available to assist searchers, including night vision goggles (NVGs), datum marker buoys (DMBs) and computer aided search panning. An urgency or " Pan" broadcast by MCTS centres and the INMARSAT system broadens the response network and clears emergency channels for coordination.
Each one has to be treated differently, as there is always the potential that it may evolve into a life-threatening situation. When a medical emergency occurs, MCTS can conduct a radio medical with fish harvesters and medical authorities.
Fish harvesters must be fully aware that they are the ones most essential in providing necessary information. Failing contact with the vessel in question, a search plan will be established and tasking of resources will occur. Attempting to repair equipment failures is correct, but notifying the SAR system via MCTS centres or other appropriate agencies should be done before the situation gets worse. Recent efforts have focused on delivering preventive education and MED training for all levels of fish harvesters across Canada.
In order to meet this new deadline, all fish harvesters are required to register for the requisite course. The publication is the must-have one for any crew member dealing with the garbage management on board including paperwork maintenance. The book shall be used by crew members, administrations, owners, managers, shore operators, regulators and all other people dealing with ship communication. Some example certificates and filled Declaration of ML Compliance (Part II) are provided as well as the checklist to help shipowners ensure compliance.
703 (17) - it has been revised in order to meet the requirements of the Radio Regulations 2012.
This version of the guide has been updated in line with the coming into force of the Maritime Labour Convention (MLC), 2006. It is aimed to cover all the basic principles of shipbroking and to highlight the wide range of unacceptable practices.
Throughout this Maritime Security Manual, these measures are referred to as the Maritime Security Measures. The book is an invaluable tool intended to assist both office and ship staff, oil majors and charterers with the understanding to ensure the effective vetting of their vessels. The book is divided into several parts, addressing traffic separation schemes and inshore traffic zones, deepwater routes, areas to be avoided, other routeing measures like recommended tracks and directions of traffic low, two-way routes, archipelagic sea lanes, mandatory ship reporting systems, no-anchoring areas and other important and useful information fundamental for safe ship navigation. The system was developed with the intention to provide a cheap, simple and automated means of receiving MSI and SAR alerts on board ships at sea as well as in coastal waters. The SMACS Training Programme will be made available free of charge to all training providers after the end of the project.
Climate change is altering weather and ice patterns and creating new dangers for all mariners in the region. Our society supports this vessel with donations from the public and grants received from the Gaming Commission.
The contract is set to start in September 2012.The vessels are owned and managed by Aberdeen-based North Star Shipping, which owns and operates the largest wholly-owned fleet engaged in the British offshore industry. The department maintains a marine vessel capable of fire and rescue operations, as well as other support vessels, equipped to provide dive-rescue capabilities, and to respond to incidents involving marine situations including access into flooded areas of the County. Each agency works in concert to provide adequate, efficient, and effective resources to any incident on York County’s waterways. When an accident occurs, the Search and Rescue (SAR) system quickly becomes the primary safety net. On the other hand, the cellular telephone network is a party-to-party system and the benefit of the broadcast mode in an emergency situation is not available. Satellite technology and DSC provide features and options for SAR alerting that increases both efficiency and certainty of reception ashore. These carriage requirements are defined by regulations under the Canada Shipping Act and depend on the size and location in which vessels operate. Canada has made modifications to the GMDSS carriage requirements for domestic users such as fishing vessels of certain sizes.
Upgrading to accommodate DSC distress alerting is planned in conjunction with the United States system in the near future. These coded beacons are small, portable, buoyant, and provide an effective means of issuing a distress alert anywhere in the world. It is therefore important to have float-free EPIRBs fitted onboard in an area where obstructions will not prevent their release or ability to float free. In areas without any VHF or DSC shore facilities, Inmarsat A, B or C terminals are used for distress alerting and communications between ship and shore. When required, this publication is revised on a monthly basis through Notices to Mariners Part III.

Satellite technology has seen the development of various tracking methods and alerting devices such as Personal Locator Transmitters (PLTs) or customised Man Overboard Tags (MOTs). Information, such as vessel characteristics (length, colour and construction material), fuel, food supplies and survival equipment onboard are important details that should be properly documented. Fish harvesters are cautioned to take the necessary steps to properly notify the SAR system of such occurrences. Being fully fitted with communications equipment provides one of the most important means of alerting.
Fish harvesters should be aware that this is not a navigation service, but rather an aid for detecting location by providing a line of bearing from the DF site. Bearings from shipboard DFs may be affected by atmospheric and calibration anomalies and placement of metallic objects (poles, wires, winches, antennas, etc.).
An interface feature with a built-in GPS system on new generation EPIRBs provides an automatic fixing in latitude and longitude. SAR and multi-purpose aircrafts are usually equipped with radar to detect SARTs as a function of their response capability. These resources are strategically located and positioned in areas where activity is highest.
Efforts also go towards equipping and training voluntary organizations such as the CCGA and CASARA. The JRCC or MRSC that will be assuming SMC responsibilities will be determined by the area of responsibility assigned to that centre.
The degree of urgency, the type of emergency, the availability of resources, and the location are all key elements that determine the type of response in a given situation. The best insurance for a successful response lies directly with fish harvesters themselves in making sure they are prepared for easy detection and good protection from the elements. Immediate alerting is an essential element of response in the case of a man overboard, since probability of detection and survival is substantially reduced with the passage of time.
Once medical requirements are identified the SMC will consult with medical authorities to determine a course of action. The use of sail or float plans must contain elements of time, location and descriptions involving the vessel and people on board (POB).
A search activated for overdue situations will continue until the safety of the people on-board is assured or until all reasonable efforts are exhausted and certainty has been established that survival is no longer possible. Second party involvement is also an acceptable practice, but in order to avoid errors or misunderstandings, direct communication with a shore station is preferred if at all possible. Compliance with the elements outlined in alerting, detection and response provides a good measure of insurance in the event of a marine emergency.
Current Transport Canada (TC) regulations require a minimum standard of training in MED for all crew and operators of small fishing vessels less than 150 gross tons.
Enforcement action will be taken under the Canada Shipping Act against any fish harvester that fails to demonstrate proof of registration by July 31, 2003.
The appendixes at the end of the book provide some supplementary information, such as superseded conventions, info to be included in the medical certificates, disciplinary procedures, relevant regulations, conventions, codes and other industry publications, etc. Trainees who successfully complete this course and successfully pass all the prescribed examination will be able to efficiently operate the GMDSS equipment, and also to be assigned primary responsibility to radio communications during all incidents. The chapters of the guide address the manning and STCW requirements, official log-books, hours of work and rest, employment agreements, accident reporting, H&S issues, audits and surveys, etc. The guidance provided in this Manual is addressed primarily to Government officials exercising the responsibilities that the MS Measures mentioned above place on Contracting Governments, employees of the port facilities who do exercise the responsibilities that the Maritime Security Measures place on port faciliities, and the employees of the shipping companies, including crew members, who exercise the responsibilities that such measures place on shipping companies and their vessels.
In general, the purpose of related model courses developed by the IMO is to assist maritime students and teaching staff in introducing and properly organizing new training courses as well as updating and supplemented already existing training materials where their quality may need some improvement. Three of the five SMACS partners are engaged in maritime training provision (Cork Institute of Technology in Ireland, Chalmers University in Sweden and MSSTC in Iceland) and two in Arctic Search and Rescue (SSRS and NSSR, the maritime search and rescue organisations of Sweden and Norway respectively). Growing large vessel activity in the tourism, cargo, mining and oil exploration sectors presents additional hazards to the safe navigation of small craft. Details of this service may be obtained by contacting local cellular telephone companies, however, mariners are cautioned that not all cellular telephone companies provide this service.
It is also very important that at least one person has the appropriate training in the operations of the communications equipment in use onboard the vessel. While fishing vessels operating in Sea Area A3 can supplement their equipment with Inmarsat C distress alerting capabilities, it is not mandatory unless the vessel is greater than 300 Gross Registered Tons (GRT). Since Class II EPIRBs are manually activated only, it is important that they are fitted in a location where they are most readily available in the event of an emergency. A challenge exam can also be completed depending on the level of knowledge of the operator. Either a designated person or organization can activate the system on behalf of another person, especially in overdue situations. The annual RAMN publication, section 4-32 provides instructions on the processes available for cancelling false alarms. At the same time, the equipment can also be used in a response situation to locate your vessel. With or without this feature, there is a continuous transmission of coded signals that allows the SARSAT system to fix positions and obtain information through the unique identification number.
SARTs are mandatory equipment for 'Safety of Life at Sea' (SOLAS) class vessels and are mounted on the bridge ready for manual transport in the event of an emergency evacuation.
Similarly, fishing vessels should be a colour that will assist with detection in emergency situations.
A pre-determined response capability makes these resources available the moment an alert is received. Fish harvesters can activate the SAR system at any level and do not have to be preoccupied with determining which centre they should alert for assistance. Mariners, knowing their responsibility and having the means to carry it out, often proceed to assist in an appropriate manner. If necessary, an On Scene Coordinator (OSC) will be appointed by the SMC to assist with communications and coordination until the SAR operation has ended.
Likewise, people or organizations responsible for the implementation of sail plans must understand their role in administrating the plan on behalf of fish harvesters. Fish harvesters are encouraged to communicate their emergency radio priorities using the MAYDAY, PAN or SECURITE prefixes during appropriate levels of emergencies. Given the number of severe problems that may be experienced in the GMDSS due to the huge number ofcfalse Distress alerts occuring sometimes, this issue will also be addressed during the training. The guidance may also be relevant to those responsible for any responsibility related to the security at port facilities, in poits and on ships.
The present manual is primarily intended for use by Flag Administrations and all other parties concerned with the preparation and broadcasting of MSI and it will definitely be of great interest to seamen, ship owners and others who need to receive such info to be able to go about their business at sea in safe manned.
There is therefore an urgent need for safety and emergency response training for Arctic mariners. Total investments made by Craig Group in the new-build programme since 2003 stand at $337m. In addition, knowing your equipment and the capacity of the shore stations and vessels in your vicinity to monitor communications is extremely important. Fish harvesters should consult with a Transport Canada (TC) marine safety inspector (marine safety surveyor)to ensure they are carrying the GMDSS equipment for the area in which they are operating. Fish harvesters upgrading their shipboard communications equipment in these areas are recommended to equip their vessels with the DSC option for bridge to bridge distress alerting.
EPIRBs are not currently mandatory for some smaller fishing vessels but it is highly recommended that all fish harvesters carry them onboard. Fish harvesters should use caution when using any alerting system that is not compatible with or approved to current SAR requirements.
Following this, flares should be replaced and the outdated units disposed of in an approved manner. Homing equipment available on most SAR resources and shore-based facilities will detect communications equipment onboard a vessel. MCTS centres will, on request, transmit signals on a frequency that will enable fish harvesters to take a bearing from their own DF.
Fish harvesters should consult this publication for locations and other information relating to the use of DF equipment. For example, a blue coloured hull in the ocean or a white coloured vessel harvesting seals in ice fields is difficult and sometimes impossible to detect by searchers. However, while such training is regulated and widely available for large vessel crew, this is not the situation for small craft mariners who find it more difficult to access Arctic-specific training.
The vessels were ordered to replace the older tonnage with new ones.The first vessel of the series, named Grampian Don, was launched in August 2011. If such systems are used, fish harvesters should understand their limitations and know how to apply them to get the necessary safety benefits.
Any questions or concerns should be directed to TC-Marine Safety, CCG Office of Boating Safety, local fire department or police authority.
The EU-funded SMACS Project aims to fill this gap, and to make the Arctic a safer location for small craft maritime activity, by developing a safety and emergency response training programme specifically focused on the needs of small craft mariners.
There are two Caterpillar auxiliary engines of 547kW each, as well as an emergency generator of 365kW.Propulsion for transit is provided by a single controllable pitch propeller (CPP). For smooth manoeuvring, the ship is fitted with an azimuth bow thruster connected to a joystick control system.

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