CHAPTER 8
EMERGENCY AND LIFESAVING
ARRANGEMENTS
AND EQUIPMENT
8.1
General
The requirements
for emergency and lifesaving equipment are governed in detail by the SOLAS
Convention. The vessel was built to SOLAS 1974, but the first PSSC was
issued on a form which referred to SOLAS 1960 (see 2.4.4.). The F.B.N.
surveyed the vessel for compliance with the requirements while she flew the
Finnish flag, and B.V. surveyed on behalf of the E.N.M.B. during the following
period assisted by the Swedish Shipinspec as far as the take-over was concerned.
The surveys were annual and the surveys in connection with the change of flag
were performed by senior staff members of B.V. and Shipinspec at Turku and
in Tallinn. For details reference is made to Subchapters 6.4 - 6.5.
8.2
Lifeboats and Rafts
The vessel was equipped
with ten motor-driven lifeboats of open type and of fibre-glass construction.
The first boat on the starboard side - lifeboat no. 1 - was a man overboard
(MOB) rescue boat, i.e. the emergency boat. Two boats were equipped with searchlights.
The boats were suspended under davits on deck 8. Embarkation was from deck
7. The vessel also carried 63 inflatable rafts, which were packed in containers
stowed on decks 7 and 8 and were equipped with hydrostatic release mechanisms.
Twelve rafts were equipped to be launched by davits, four of which were installed
on deck 7. The remaining rafts were intended to be dropped into the sea. With
one exception, the rafts were manufactured in 1980 and delivered to the VIKING
SALLY during construction.
According to the
JAIC lifeboats and rafts provided on board satisfied the SOLAS 1974 requirements
as to number and standard.
The lifeboats and
rafts were surveyed every year in conjunction with the issuance of the Passenger
Ship Safety Certificate. The last survey was in June 1994.
8.3
Lifebuoys and Lifejackets
The vessel was equipped
with 18 lifebuoys, nine of them with self-activating lights. One lifebuoy
on each side of the ship was equipped with a lifeline and with self-activating
light and smoke signals.
There were 2298 lifejackets
for adults and 200 lifejackets for children on board. All the jackets were
equipped with whistles. There were no lights on the lifejackets.
On the open passage
on deck 7, rescue stations and bins containing lifejackets were located on
both sides of the ship.
The Final Report
of the Joint Accident Investigation Commission does not mention whether there
were survival suits and/or immersion suits on board and/or in the lifeboats/rafts.
When being interviewed by Erik Ridderstolpe on 17.12.97 the technical director
of N&T and boardmember of Estline, Sten-Christer Forsberg, stated: "The
poor, overaged safety equipment was accepted by Sjöfartsverket. Otherwise
we would have renewed it."
8.4
Emergency Beacons (EPIRB)
The ESTONIA
carried two emergency beacons (EPIRBs) of type Kannad 406F. The last check
of the radio beacons was reported to have been made about one week prior to
the accident by the radio operator. This check confirmed that the EPIRBs were
in full working order.
8.5
Emergency Alarm Systems
The ship had an alarm
system incorporating 197 alarm bells and 11 alarm sirens.
The alarm system
was function tested once a week. The audibility of the system against the
background noise in the accommodation areas had been judged to be adequate,
although no documented measurements had been made.
Alarms were installed
in the passageways and public spaces as well as in non-passenger areas.
The alarm system
operated on the 220 V system and was connected to the main- and emergency
generator systems. The alarm system was not powered by the emergency batteries.
Alarm buttons were
installed on every deck, including the sections and work rooms of the crew.
By pressing an alarm button an audible signal was triggered off on the navigation
bridge and an indicator showed which section the alarm was coming from. In
case of no reaction within 30 seconds, the alarm in the entire vessel was
automatically activated. The receipt of one signal on the bridge did not prevent
the receipt of additional signals from other alarm buttons.
The public address
system was operated from the navigation bridge and also from the Information
desk. The microphone on the bridge had priority over the one at the Information
desk.
A separate personal
paging system for crew members was installed.
8.6
Escape Routes and Instructions
The escape
routes led to 18 rescue stations located on deck 7. The routes were marked
with signs on the walls and fluorescent tape along the corridors.
8.7
Passenger Information
According
to the JAIC each passenger cabin was supplied with an instruction pamphlet
in Estonian, Swedish and English on safety measures describing how to react
in the event of an emergency. It is said that there also was an evacuation
scheme posted in each cabin indicating the escape routes and the particular
rescue station for the passengers accommodated in that cabin and that the
exits and emergency exits were marked by arrows in passageways, on staircase
landings and in recreation areas as well as by signboards on exit doors.
In any distress
situation, besides alarms given only to the crew, the passengers should
be given general information and instructions through the public address system.
